A multi-axle pure electric steering mechanism for a commercial vehicle

Abstract

The utility model discloses a kind of commercial vehicle multi-axle pure electric steering mechanism, it is related to automobile steering technical field, to solve the problem that the ERCB of first front axle cannot be matched with the hydraulic piston cylinder push-pull rod structure of second front axle, the technical scheme used is, the control unit is connected with the electromagnetic linear steering execution mechanism by wire harness, and control commercial vehicle steering;The electromagnetic linear steering execution mechanism includes shell and nut, the nut is slidably connected in the shell, both ends of the shell are equipped with magnetic flux ring, two groups of magnetic flux ring are connected with the control unit by wire harness;The both sides of the nut are equipped with permanent magnet compatible with the magnetic flux ring, the side of the nut is connected with push rod;The control unit changes the current size and flow direction in the magnetic flux ring, drives the nut reciprocating movement in the shell, to drive the push rod and realize the control of commercial vehicle steering.

Description

Technical Field

[0001] This utility model relates to the field of automotive steering technology, specifically a multi-axle pure electric steering mechanism for commercial vehicles. Background Technology

[0002] The steering systems of current dual-front-axle heavy-duty trucks exhibit clear structural correlations and compatibility limitations in their conventional technical solutions, specifically as follows: The first front axle (main steering axle) of this type of vehicle is typically equipped with a large-bore hydraulic recirculating ball steering gear (HRCB) or an electro-hydraulic recirculating ball steering gear (IRCB) as the core steering power output component; the second front axle (auxiliary steering axle) uses a hydraulic piston cylinder push-pull rod structure, achieving steering follow-through through hydraulic power. Both are highly dependent on the same hydraulic system in terms of power and control—that is, the hydraulic piston cylinder push-pull rod of the second front axle must share the rotary valve control oil circuit and oil pump system matched with the HRCB of the first front axle to achieve coordinated steering between the two axles. A typical structural form of this type of dual-front-axle steering system can be found in "A Multi-Axle Steering Synchronization Device for Vehicles" disclosed in Chinese Patent CN114312992A.

[0003] However, with the advancement of the electrification trend in commercial vehicles, if the HRCB / IRCB of the first front axle is replaced with a pure electric recirculating ball steering gear (ERCB) to achieve pure electric drive steering, the original hydraulic piston cylinder push-pull rod structure of the second front axle will lose the appropriate hydraulic control oil circuit and power source, and will be incompatible with the pure electric control logic and power output form of the ERCB. This will directly lead to the failure of the steering function of the second front axle, forming a significant technical compatibility gap, and making it difficult to meet the pure electric steering requirements of dual front axle heavy trucks. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the existing defects and provide a multi-axle pure electric steering mechanism for commercial vehicles, which can effectively solve the problems in the background art.

[0005] To achieve the above objectives, this utility model discloses a multi-axle pure electric steering mechanism for commercial vehicles. The technical solution adopted is to include an electric recirculating ball steering gear, on which a control unit is installed. It also includes an electromagnetic linear steering actuator, and the control unit is connected to the electromagnetic linear steering actuator via a wiring harness and controls the steering of the commercial vehicle; The electromagnetic linear steering actuator includes a housing and a nut, with the nut slidably connected inside the housing. Magnetic flux rings are provided at both ends of the housing, and the two sets of magnetic flux rings are connected to the control unit via the wiring harness. The nut has permanent magnets on both sides that are adapted to the magnetic flux ring, and a push rod is connected to one side of the nut. The control unit changes the magnitude and direction of the current in the magnetic flux ring, driving the nut to reciprocate within the housing, thereby driving the push rod to control the steering of the commercial vehicle; By adopting an electromagnetic linear drive method, there is no lag in hydraulic oil or mechanical transmission. After the control unit issues a command, the push rod can respond quickly, making it suitable for high-speed driving or emergency turning scenarios in commercial vehicles.

[0006] As a preferred technical solution of this utility model, the electromagnetic linear steering actuator further includes a lead screw and a support sleeve. The lead screw is mounted on one side of the housing through a bearing, and the nut is engaged with the lead screw. The other side of the housing is slidably connected to the push rod through the support sleeve.

[0007] As a preferred technical solution of this utility model, the magnetic flux ring includes a first magnetic flux ring and a second magnetic flux ring. The first magnetic flux ring and the second magnetic flux ring are respectively installed on the opposing surfaces of the lead screw and the support sleeve. Through the precise control of the magnetic flux ring current and the cooperation of the guide groove, the steering angle error is small, which can realize the coordinated matching of the steering angles of each axle of the multi-axle commercial vehicle and reduce tire wear.

[0008] As a preferred technical solution of this utility model, the permanent magnet includes an N-pole permanent magnet and an S-pole permanent magnet. The N-pole permanent magnet and the S-pole permanent magnet are respectively installed on the left and right sides of the nut. The electromagnetic linear actuator has a high degree of integration, occupies less space than traditional steering actuators, and has a reduced weight, making it easy to install in the limited space of a multi-axle chassis of a commercial vehicle.

[0009] As a preferred embodiment of this utility model, the inner wall of the housing is further provided with a slide rail, and the nut is provided with a groove that matches the slide rail.

[0010] Compared with the prior art, the beneficial effects of this utility model are: by adopting an electromagnetic linear drive method, this utility model eliminates the lag of hydraulic oil or mechanical transmission, and the push rod can respond quickly after the control unit issues a command, making it suitable for high-speed driving or emergency turning scenarios of commercial vehicles.

[0011] Electromagnetic linear actuators have a high degree of integration, occupy less space than traditional steering actuators, and are lighter, making them easier to install in the limited space of multi-axle chassis in commercial vehicles.

[0012] With precise control of the magnetic flux ring current and the coordination of the guide groove, the steering angle error is small, which can realize the coordinated matching of the steering angles of each axle of multi-axle commercial vehicles and reduce tire wear. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the internal structure of the electromagnetic linear steering actuator of this utility model; Figure 3 This is an exploded view of the electromagnetic linear steering actuator of this utility model; Figure 4 This is a partial structural diagram of the electromagnetic linear steering actuator of this utility model.

[0014] In the diagram: 1. Electric recirculating ball steering gear; 11. Control unit; 2. Wiring harness; 3. Electromagnetic linear steering actuator; 31. Lead screw; 32. Nut; 33. Bearing; 34. Support sleeve; 35. N-pole permanent magnet; 36. S-pole permanent magnet; 37. First magnetic flux ring; 38. Second magnetic flux ring; 39. Push rod; 310. Housing; 311. Slide rail; 312. Slide groove. Detailed Implementation

[0015] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model. Example 1

[0016] like Figures 1 to 4 As shown, this utility model discloses a multi-axle pure electric steering mechanism for commercial vehicles. The technical solution adopted includes an electric recirculating ball steering gear 1, a control unit 11, and an electromagnetic linear steering actuator 3. Electric recirculating ball steering gear 1: As the basic transmission component of the steering system, it integrates a control unit 11. The electric recirculating ball steering gear 1 realizes the initial transmission of steering torque through the recirculating ball structure, which has the advantages of high transmission efficiency and low wear, and is suitable for the high load requirements of commercial vehicles.

[0017] Electromagnetic linear steering actuator 3: This is the core actuator for steering control. It is electrically connected to the control unit 11 via wiring harness 2, receives commands from the control unit 11, and outputs linear displacement to drive the steering knuckle of the commercial vehicle to achieve steering. The electromagnetic linear steering actuator 3 specifically includes: Housing 310: Serves as the mounting base and protective shell of the actuator, combining lightweight and high strength characteristics; the inner wall of housing 310 is provided with an axially extending slide rail 311 to limit the rotation of nut 32, allowing it to slide only along the axial direction.

[0018] Nut 32: It is slidably connected inside the housing 310. Its outer wall has a groove 312 that matches the slide rail 311 to ensure that the nut 32 slides smoothly without jamming. N-pole permanent magnet 35 and S-pole permanent magnet 36 are fixedly installed on the left and right sides of the nut 32 respectively to ensure stable magnetic field strength.

[0019] Magnetic flux rings: There are two sets, namely the first magnetic flux ring 37 and the second magnetic flux ring 38, which have low magnetic resistance and high magnetic permeability. The two sets of magnetic flux rings are fixedly installed at both ends of the housing 310, that is, the opposing surfaces of the lead screw 31 and the support sleeve 34, and are electrically connected to the control unit 11 through the wire harness 2. Under the control of the control unit 11, the direction and magnitude of the current can be changed.

[0020] Push rod 39: One end is rigidly connected to nut 32, and the other end extends through the support sleeve 34 on the other side of housing 310 to the outside of housing 310. It is used to connect with the steering knuckle or steering tie rod of commercial vehicle and transmit the linear displacement of nut 32 to steering components.

[0021] Lead screw 31: Lead screw 31 is mounted on one side of housing 310 via bearing 33 and engages with nut 32; Support sleeve 34: Fixedly installed on the other side of housing 310, used to support push rod 39, reduce the coefficient of friction and reduce wear of push rod 39.

[0022] The control unit 11 can receive the steering demand signal sent by the commercial vehicle controller and calculate the target current parameters according to the signal. It outputs currents with different directions to the two sets of magnetic flux rings through the wiring harness 2. After the magnetic flux rings are energized, they generate an alternating magnetic field. This magnetic field generates an electromagnetic force with the permanent magnets on both sides of the nut 32. According to the left-hand rule, the direction of the electromagnetic force changes with the direction of the current flow, driving the nut 32 to move back and forth along the slide rail 311 of the housing 310. The movement of the nut 32 drives the push rod 39 to move synchronously, ultimately achieving precise control of the steering angle of the commercial vehicle.

[0023] The instantaneous turning angle of the first bridge input shaft is Δθ, and the instantaneous turning displacement requirement of the second bridge is ΔS; the required magnetic force corresponding to ΔS is ΔF; the instantaneous current is ΔI; L is the vector length of the magnetic ring wire; B is the magnetic induction intensity generated by the N-pole permanent magnet 35 and the S-pole permanent magnet 36; According to the Ampere force formula ΔF=ΔILB, the output current required by the control unit 11 is ΔI=ΔF / LB.

[0024] The working principle of this utility model: When the vehicle turns right, the ERCB input shaft turns right. The control unit 11 calculates the corresponding current value based on the ERCB input shaft rotation angle and transmits it to the first magnetic flux ring 37 and the second magnetic flux ring 38 through the wiring harness 2 respectively. After the first magnetic flux ring 37 and the second magnetic flux ring 38 are filled with current, they generate corresponding N pole magnetic fields. The first magnetic flux ring 37 and the second magnetic flux ring 38 have the same magnetism, while the second magnetic flux ring 38 has opposite magnetism to the S pole permanent magnet 36. According to the principle that like poles repel and unlike poles attract, the push rod 39 moves to the right. Conversely, when the vehicle turns left, the ERCB input shaft turns left, and the control unit 11 calculates the corresponding current value based on the ERCB input shaft rotation angle and transmits it to the first magnetic flux ring 37 and the second magnetic flux ring 38 through the wiring harness 2 respectively. After the first magnetic flux ring 37 and the second magnetic flux ring 38 are filled with current, they generate corresponding S-pole magnetic fields. The first magnetic flux ring 37 and the N-pole permanent magnet 35 have opposite magnetic properties, and the second magnetic flux ring 38 and the S-pole permanent magnet 36 have the same magnetic properties. According to the principle that like poles repel and unlike poles attract, the push rod 39 moves to the left, thereby realizing the auxiliary steering function of the second axle tire.

[0025] The circuits and mechanical connections involved in this utility model are common practices used by those skilled in the art, and technical inspiration can be obtained through a limited number of experiments. They are common knowledge.

[0026] Components not described in detail in this article are existing technologies.

[0027] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A multi-axle pure electric steering mechanism for commercial vehicles, comprising an electric recirculating ball steering gear (1), wherein a control unit (11) is installed on the electric recirculating ball steering gear (1). Its features are: It also includes an electromagnetic linear steering actuator (3), and the control unit (11) is connected to the electromagnetic linear steering actuator (3) via a wiring harness (2) and controls the steering of the commercial vehicle; The electromagnetic linear steering actuator (3) includes a housing (310) and a nut (32). The nut (32) is slidably connected inside the housing (310). Magnetic flux rings are provided at both ends of the housing (310). The two sets of magnetic flux rings are connected to the control unit (11) through the wire harness (2). The nut (32) has permanent magnets on both sides that are compatible with the magnetic flux ring, and a push rod (39) is connected to one side of the nut (32). The control unit (11) changes the magnitude and direction of the current in the magnetic flux ring, drives the nut (32) to reciprocate in the housing (310), thereby driving the push rod (39) to control the steering of the commercial vehicle.

2. The multi-axle pure electric steering mechanism for commercial vehicles according to claim 1, characterized in that: The electromagnetic linear steering actuator (3) further includes a lead screw (31) and a support sleeve (34). The lead screw (31) is mounted on one side of the housing (310) via a bearing (33), and the nut (32) is engaged with the lead screw (31). The other side of the housing (310) is slidably connected to the push rod (39) via the support sleeve (34).

3. The multi-axle pure electric steering mechanism for commercial vehicles according to claim 2, characterized in that: The magnetic flux ring includes a first magnetic flux ring (37) and a second magnetic flux ring (38), which are respectively mounted on the opposing surfaces of the lead screw (31) and the support sleeve (34).

4. A multi-axle pure electric steering mechanism for commercial vehicles according to claim 1, 2, or 3, characterized in that: The permanent magnet includes an N-pole permanent magnet (35) and an S-pole permanent magnet (36), which are respectively installed on the left and right sides of the nut (32).

5. A multi-axle pure electric steering mechanism for commercial vehicles according to claim 1, characterized in that: The inner wall of the housing (310) is also provided with a slide rail (311), and the nut (32) is provided with a slide groove (312) that is compatible with the slide rail (311).

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