An electric cylinder-based angular module steering mechanism

Abstract

The application discloses an electric cylinder-based angle module steering mechanism and relates to the technical field of automobile steering mechanisms.The angle module steering mechanism comprises a steering knuckle, the steering knuckle is connected with a wheel hub, the steering knuckle is integrally formed with a steering arm and a first interface, the first interface is a kingpin lower point, a linear actuator is connected with a third interface of a vehicle body at one end and connected with a second interface on the steering arm at the other end, and the linear actuator is configured to directly drive the steering knuckle to rotate around the kingpin through controllable extension and contraction thereof.The application discards a traditional hydraulic booster device, and does not need a hydraulic pump, a control valve, a hydraulic cylinder, an oil tank and complex pipelines and the like, and simultaneously cancels mechanical transmission components such as a steering rocker arm and a steering drag link.The linear actuator is adopted to directly drive the steering knuckle, the structure is completely simplified, and the number of parts is sharply reduced.Meanwhile, the structure does not need hydraulic oil, the risk of hydraulic oil leakage is fundamentally eliminated, and the reliability, durability and maintenance convenience of the whole device are improved.

Description

Technical Field

[0001] This application relates to the field of automotive steering mechanism technology, and in particular discloses an angle module steering mechanism based on an electric cylinder. Background Technology

[0002] Traditional hydraulic power steering is one of the mainstream forms of automotive steering assistance. This system mainly consists of two parts: a mechanical part and a hydraulic power assist device. The mechanical part consists of a power steering gear, steering transmission pair, steering rocker arm, steering tie rod, steering tie rod, and steering knuckle arm, etc. The hydraulic power assist device consists of a hydraulic pump, hydraulic cylinder, hydraulic control valve, oil reservoir, and pipelines, etc. This hydraulic power steering system relies on the engine to drive the hydraulic pump to generate hydraulic pressure, and transmits the hydraulic oil to the actuator through a complex pipeline layout, thereby achieving steering assistance.

[0003] However, this type of hydraulic power steering system has a complex structure and many components, requiring complex piping design and occupying a large space, which poses difficulties for vehicle layout and lightweight design. In addition, because there are multiple hydraulic joints and sealing links in the entire hydraulic power steering system, hydraulic oil leakage is prone to occur after long-term use due to oil seal aging, pipeline vibration or loosening of interfaces, which reduces system reliability and increases maintenance costs. Furthermore, in order to maintain pressure, the system must always be in working condition regardless of whether steering assistance is needed, resulting in continuous energy consumption. Moreover, at low vehicle speeds with large steering, the hydraulic pump needs to output more power to obtain greater assistance, resulting in higher energy consumption. Therefore, improvements are needed. Utility Model Content

[0004] The purpose of this application is to provide an angle module steering mechanism based on an electric cylinder.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: a corner module steering mechanism based on an electric cylinder, comprising: a steering knuckle, the steering knuckle being connected to a wheel hub, the steering knuckle having an integrally formed steering arm and a first interface, the first interface being the lower point of the kingpin; a linear actuator, one end of the linear actuator being connected to a third interface of the vehicle body, and the other end being connected to a second interface on the steering arm, the linear actuator being configured to directly drive the steering knuckle to rotate around the kingpin through its controllable extension and retraction.

[0006] As a preferred embodiment, during wheel steering, the axial direction of the extension and retraction of the linear actuator is always the same as the direction of the line connecting the third interface and the second interface, and the extension and retraction amount of the linear actuator is always equal to the change in distance between the third interface and the second interface.

[0007] As a preferred embodiment, the stroke of the linear actuator is not less than the difference between the distances between the third interface and the second interface when the wheel rotates to its maximum turning angle on both sides.

[0008] As a preferred embodiment, the linear actuator is connected to the third interface via a ball joint, bushing, or hinge, and the linear actuator is connected to the second interface via a ball joint, bushing, or hinge. During wheel steering, the angle between the linear actuator and the steering knuckle changes, and the angle between the linear actuator and the vehicle body changes.

[0009] Further preferably, the second interface is provided with a first ball head, and a first connecting rod is hinged to the first ball head, the end of the first connecting rod being fixedly connected to the front end of the linear actuator.

[0010] Further preferably, the vehicle body includes a body and a connecting bracket, the connecting bracket is fixedly connected to the vehicle body, the third interface is fixedly disposed on the connecting bracket, the third interface includes a second ball head, a second connecting rod is hinged to the second ball head, and the end of the second connecting rod is fixedly connected to the rear end of the linear actuator.

[0011] As a preferred embodiment, the first interface is formed on the lower part of the steering knuckle.

[0012] Further preferably, the steering arm is formed on one side of the middle portion of the steering knuckle, and it is located inside the inner side of the wheel hub and further away from the inner side of the wheel hub relative to the first interface.

[0013] Further preferably, the upper part of the steering knuckle is provided with a fourth interface, which is adapted to connect to a shock absorber. During wheel steering, the linear actuator is located between the shock absorber and the first interface.

[0014] As a preferred embodiment, the linear actuator includes an electric cylinder, a linear motor, or a rack and pinion mechanism.

[0015] Compared with the prior art, the beneficial effects of this application are as follows: (1) Simplified structure and improved reliability: This application abandons the traditional hydraulic power steering device, eliminating the need for hydraulic pumps, control valves, hydraulic cylinders, oil tanks and complex pipelines, and also eliminates mechanical transmission components such as steering rocker arms and steering tie rods. By using linear actuators to directly drive the steering knuckle, the structure is completely simplified, resulting in a sharp reduction in the number of parts. At the same time, this structure does not require hydraulic oil, fundamentally eliminating the risk of hydraulic oil leakage. The reliability, durability and maintenance convenience of the entire device are all improved.

[0016] (2) Reduced energy consumption: This application is a pure electric drive scheme. The linear actuator is only powered on when steering is needed, and provides power on demand. There is no continuous energy loss problem in the prior art hydraulic power steering system, which is always in working state regardless of whether steering assistance is needed. This greatly reduces the energy consumption of the whole vehicle. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention.

[0018] Figure 2 This is a three-dimensional structural diagram of the present invention.

[0019] Figure 3 This is an exploded view of the three-dimensional structure of this utility model.

[0020] Figure 4 This is a three-dimensional structural diagram of the linear actuator of this utility model.

[0021] Figure 5 This is a three-dimensional structural diagram of the steering knuckle, wheel hub, and shock absorber of this utility model in their assembled state.

[0022] Figure 6 This is a three-dimensional structural diagram of the steering knuckle, wheel hub, and shock absorber of this utility model in their assembled state.

[0023] In the diagram: 1. Steering knuckle; 11. Steering arm; 12. First interface; 13. Second interface; 14. Fourth interface; 15. First ball joint; 16. First connecting rod; 3. Connecting bracket; 31. Third interface; 311. Second ball joint; 312. Second connecting rod; 4. Shock absorber; 5. Linear actuator. Detailed Implementation

[0024] The present application will be further described below with reference to specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0025] In the description of this application, it should be noted that the terms "center", "lateral", "longitudinal", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., which indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of this application.

[0026] It should be noted that the terms "first," "second," etc., in the specification and claims of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0027] The terms “comprising” and “having”, and any variations thereof, in the specification and claims of this application are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0028] A preferred embodiment of this application, such as Figures 1 to 6 As shown, a corner module steering mechanism based on an electric cylinder includes: a steering knuckle 1, which is connected to a wheel hub, and an integrally formed steering arm 11 and a first interface 12 on the steering knuckle 1, the first interface 12 being the lower point of the kingpin; and a linear actuator 5, one end of which is connected to a third interface 31 on the vehicle body, and the other end of which is connected to a second interface 13 on the steering arm 11. The linear actuator 5 is configured to directly drive the steering knuckle 1 to rotate around the kingpin through its controllable extension and retraction. In this application, the linear actuator 5 can be an electric cylinder, a linear motor, or a gear and rack mechanism, etc. In this application, the linear actuator 5 not only serves as a driving mechanism but also as the only connecting rod, increasing the rigidity of the entire device.

[0029] This application abandons the traditional hydraulic power steering device, eliminating the need for hydraulic pumps, control valves, hydraulic cylinders, oil tanks, and complex pipelines. It also eliminates mechanical transmission components such as steering rocker arms and steering tie rods. By using a linear actuator 5 to directly drive the steering knuckle 1, the structure is thoroughly simplified, resulting in a significant reduction in the number of parts. At the same time, this structure eliminates the need for hydraulic oil, fundamentally eliminating the risk of hydraulic oil leakage. The reliability, durability, and ease of maintenance of the entire device are all improved. This application is a pure electric drive solution. The linear actuator 5 is energized only when steering is needed, providing power on demand. It eliminates the continuous energy loss problem of existing hydraulic power steering systems, which are always in operation regardless of whether steering assistance is needed, greatly reducing the energy consumption of the entire vehicle.

[0030] Furthermore, by eliminating the lengthy hydraulic transmission path and mechanical transmission chain, direct drive from command to wheel end action is achieved. The power transmission path is short and rigid, eliminating hydraulic response lag and mechanical transmission backlash. This makes the dynamic response speed of the steering system extremely fast, and the control precision of wheel steering is higher than that of the hydraulic system. It can better meet the high requirements of existing high-level autonomous driving for actuator response speed and precise control.

[0031] With the configuration of this embodiment, during wheel steering, the axial direction of the extension and retraction of the linear actuator 5 is always the same as the direction of the line connecting the third interface 31 and the second interface 13, and the extension and retraction amount of the linear actuator 5 is always equal to the change in distance between the third interface 31 and the second interface 13. In this case, the drive of the linear actuator 5 can act more directly on the steering knuckle 1, and the rotation of the wheel is directly determined by the linear actuator 5, making wheel steering more direct and decisive, and providing a better sense of direction and experience for the driver.

[0032] Meanwhile, in order for the linear actuator 5 to accurately and completely control the steering of the wheel, the stroke of the linear actuator 5 is not less than the difference between the distance between the third interface 31 and the second interface 13 when the wheel rotates to the maximum turning angle position on both sides.

[0033] In order to achieve smooth wheel steering and avoid interference with surrounding components, in this embodiment, the first interface 12 is formed on the lower part of the steering knuckle 1, and the steering arm 11 is formed on one side of the middle part of the steering knuckle 1, and it is located inside the inner side of the wheel hub and further away from the inner side of the wheel hub relative to the first interface 12. Through the above design, the wheel can be steered at a larger angle under the drive of the linear actuator 5, which improves the handling feel.

[0034] The upper part of the steering knuckle 1 is provided with a fourth interface 14, which is suitable for connecting the shock absorber 4. During the wheel steering process, the linear actuator 5 is located between the shock absorber 4 and the first interface 12.

[0035] In this embodiment, since the linear actuator 5 rotates relative to the vehicle body during wheel steering, the linear actuator 5 needs to be connected to the third interface 31 via a ball joint, bushing, or hinge, and the linear actuator 5 needs to be connected to the second interface 13 via a ball joint, bushing, or hinge. During wheel steering, the angle between the linear actuator 5 and the steering knuckle 1 changes, and the angle between the linear actuator 5 and the vehicle body changes.

[0036] More specifically, this embodiment provides a detailed structural configuration. For example, a first ball head 15 is provided on the second interface 13, and a first connecting rod 16 is hinged to the first ball head 15. The end of the first connecting rod 16 is fixedly connected to the end of the linear actuator 5. The vehicle body includes the vehicle body and the connecting bracket 3. The connecting bracket 3 is fixedly connected to the vehicle body. The third interface 31 is fixedly provided on the connecting bracket 3. The third interface 31 includes a second ball head 311. A second connecting rod 312 is hinged to the second ball head 311. The end of the second connecting rod 312 is fixedly connected to the other end of the linear actuator 5.

[0037] Based on this embodiment, further adjustments can be made. Specifically, the linear actuator 5 is fixedly mounted on the vehicle body. The linear actuator 5 is connected to a tie rod, which is connected to the steering arm 11. The linear actuator 5 drives the tie rod to move laterally, thereby causing the steering knuckle 1 to rotate around the kingpin. In this scheme, the linear actuator 5 does not directly drive the steering knuckle 1, nor is it the only connecting rod. However, by setting the tie rod, under the same extension and retraction stroke of the linear actuator 5, the steering knuckle 1 can rotate at a larger angle, improving steering sensitivity and making it easier to achieve larger steering angles for the wheels.

[0038] Those skilled in the art can directly implement the scheme of this application, or make additional adjustments on the basis of it, to adapt to more steering needs and handling experience.

[0039] The basic principles, main features, and advantages of this application have been described above. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely the principles of this application. Various changes and modifications can be made to this application without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection claimed by this application is defined by the appended claims and their equivalents.

Claims

1. A corner module steering mechanism based on an electric cylinder, characterized in that, include: The steering knuckle is connected to the wheel hub, and the steering knuckle has an integrally formed steering arm and a first interface, the first interface being the lower point of the kingpin; A linear actuator, one end of which is connected to a third interface on the vehicle body and the other end of which is connected to a second interface on the steering arm, is configured to directly drive the steering knuckle to rotate around the kingpin through its controllable extension and retraction.

2. The corner module steering mechanism based on an electric cylinder as described in claim 1, characterized in that, During wheel steering, the direction of the extension and retraction axis of the linear actuator is always the same as the direction of the line connecting the third interface and the second interface, and the extension and retraction amount of the linear actuator is always equal to the change in distance between the third interface and the second interface.

3. The corner module steering mechanism based on an electric cylinder as described in claim 1, characterized in that, The stroke of the linear actuator is not less than the difference between the distance between the third interface and the second interface when the wheel rotates to the maximum turning angle position on both sides.

4. The corner module steering mechanism based on an electric cylinder as described in claim 1, characterized in that, The linear actuator is connected to the third interface via a ball joint, bushing, or hinge. The linear actuator is also connected to the second interface via a ball joint, bushing, or hinge. During wheel steering, the angle between the linear actuator and the steering knuckle changes, as does the angle between the linear actuator and the vehicle body.

5. The corner module steering mechanism based on an electric cylinder as described in claim 4, characterized in that, The second interface is provided with a first ball head, and a first connecting rod is hinged to the first ball head. The end of the first connecting rod is fixedly connected to the front end of the linear actuator.

6. The corner module steering mechanism based on an electric cylinder as described in claim 4, characterized in that, The vehicle body includes a body and a connecting bracket. The connecting bracket is fixedly connected to the vehicle body. The third interface is fixedly disposed on the connecting bracket. The third interface includes a second ball head. A second connecting rod is hinged to the second ball head. The end of the second connecting rod is fixedly connected to the rear end of the linear actuator.

7. The corner module steering mechanism based on an electric cylinder as described in claim 1, characterized in that, The first interface is formed on the lower part of the steering knuckle.

8. The corner module steering mechanism based on an electric cylinder as described in claim 7, characterized in that, The steering arm is formed on one side of the middle portion of the steering knuckle, and it is located inside the inner side of the wheel hub and further away from the inner side of the wheel hub relative to the first interface.

9. A corner module steering mechanism based on an electric cylinder as described in claim 1, characterized in that, The upper part of the steering knuckle is provided with a fourth interface, which is adapted to connect to the shock absorber. During wheel steering, the linear actuator is located between the shock absorber and the first interface.

10. The corner module steering mechanism based on an electric cylinder as described in claim 1, characterized in that, The linear actuator includes an electric cylinder, a linear motor, or a rack and pinion mechanism.

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