Switchable Steering Gear Coupling for Ackermann and Independent Steering
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Solution Overview
Problem
Conventional steering systems with mechanical coupling between inner and outer wheels limit steering angle flexibility and increase costs due to high control precision requirements in independent steering technologies.
Innovation Solution
A steering mechanism using a clutch to connect first and second steering gears, allowing for mechanical coupling or decoupling, reducing the need for precise control and simplifying the structure by incorporating a gear and rack system.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If independent steering technology is used to decouple mechanical structure between inner-side wheel and outer-side wheel, then steering angle flexibility is improved, but control precision requirements increase and costs increase
Solution Approach 1:
The patent applies a clutch mechanism that can dynamically switch between engaged and disengaged states. When engaged, the clutch couples the steering gears to enable mechanical coordination satisfying Ackermann geometry. When disengaged, it allows independent steering of each wheel for enhanced flexibility. This dynamic switching resolves the contradiction by providing both steering angle flexibility and mechanical precision control as needed.
Solution Approach 2:
The clutch engagement state acts as a switchable parameter that changes the system's operational mode. In the engaged state, the system operates with mechanical coupling for precise Ackermann steering. In the disengaged state, it operates with independent wheel control for maximum flexibility. This parameter change allows the system to adapt to different operational requirements without permanent structural changes.
2Adaptability or versatility
If independent steering technology is used with separate steering mechanisms for inner-side wheel and outer-side wheel, then steering angle flexibility is improved, but device complexity and costs increase
Solution Approach 1:
The patent merges the steering control system with a clutch mechanism that can couple or decouple the steering gears. Instead of completely separate steering mechanisms, the system uses a unified clutch-controlled connection between the first and second steering gears. This merging reduces device complexity while maintaining the ability to achieve independent wheel steering when the clutch is disengaged.
Solution Approach 2:
The clutch serves as an intermediary element between the two steering gears. It provides a controlled connection or disconnection without requiring completely independent steering mechanisms. This intermediary approach simplifies the overall system architecture while enabling flexible steering operations by mediating the power transmission between the two steering gears.
3Manufacturing precision
If clutch is used to connect first steering gear and second steering gear, then manufacturing precision requirements are reduced, but device complexity increases
Solution Approach 1:
The clutch mechanism provides self-service by automatically enabling or disabling the mechanical coupling between steering gears based on operational needs. When the clutch is engaged, it self-regulates the power transmission to ensure coordinated steering. This self-service capability reduces the need for complex external control systems while maintaining manufacturing precision requirements.
Data Source
AI summary
One example steering mechanism includes a first steering gear, where the first steering gear is configured to convert obtained driving force to transmit driving force to an outer-side wheel during steering, to control steering force applied to the outer-side wheel. The example steering mechanism includes a second steering gear, where the second steering gear is configured to convert obtained driving force to transmit driving force to an inner-side wheel during steering, to control steering force applied to the inner-side wheel. The first steering gear and the second steering gear are connected by using a first clutch. If the first clutch is in a disengaged state, driving force is not transmitted between the first steering gear and the second steering gear. If the first clutch is in an engaged state, driving force is transmitted between the first steering gear and the second steering gear.