Common Steering Linkage for Hydraulic and Electric Assist
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Solution Overview
Problem
Hydraulic and electric power assist steering systems in vehicles require different linkage-to-pitman hardpoint connections, leading to increased manufacturing complexity and asymmetric steering relationships that pose challenges for advanced driver assist technologies.
Innovation Solution
A common steering linkage assembly is developed for both hydraulic and electric power assist systems, using a steering compensation module to accommodate steering ratio differences and a steering controller circuitry that splits steering inputs for left and right turns, enabling interchangeability and reducing complexity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If different linkage-to-pitman hardpoint connections are used for hydraulic and electric power assist systems, then each system can be optimized for its specific steering ratio requirements, but manufacturing complexity increases and interchangeability is lost
Solution Approach 1:
The pitman arm is designed with a universal structure that can accommodate both hydraulic and electric power assist systems through different mounting configurations. The arm includes multiple hardpoint locations and adjustable linkage connections that allow it to function with either power assist type while maintaining optimized steering ratios for each system type.
Solution Approach 2:
The steering linkage assembly incorporates adjustable and reconfigurable components that can be dynamically adapted between hydraulic and electric power assist configurations. The linkage-to-pitman hardpoint connections can be repositioned or reconfigured to match the specific steering ratio requirements of different power assist systems.
2Ease of operation
If different linkage configurations are used for hydraulic and electric power assist systems, then each system achieves optimal steering performance, but steering controller complexity increases for managing asymmetric steering relationships
Solution Approach 1:
The system acknowledges and incorporates asymmetric steering relationships between left and right turns by designing the linkage configuration to match the specific asymmetric characteristics of each power assist type. The steering controller uses separate steering ratios for left and right turns, which are pre-calibrated based on the power assist system type, simplifying the control logic while maintaining optimal steering performance.
3Manufacturing precision
If separate steering linkage assemblies are manufactured for hydraulic and electric power assist systems, then each assembly can be optimized for its specific requirements, but manufacturing efficiency decreases
Solution Approach 1:
A single universal steering linkage assembly design is created that can serve both hydraulic and electric power assist systems. The assembly includes standardized components with adjustable hardpoints and configurable connections that allow the same basic structure to be used for both power assist types, maintaining manufacturing precision while improving efficiency through part commonality.
Solution Approach 2:
The steering linkage assembly is divided into modular segments that can be independently configured or adjusted. This segmentation allows the same base assembly to be adapted for different power assist systems through simple reconfiguration of specific modules or components, rather than requiring completely separate assemblies for each system type.
Data Source
AI summary
Steering systems and related methods are disclosed. An example apparatus includes a vehicle frame and a steering linkage assembly including a drag link having a first end and a second end opposite the first end. The apparatus further including at least one of: a hydraulic power assist system to couple to the vehicle frame, the hydraulic power assist system to couple to the first end of the drag link via a first pitman arm; or an electric power assist system to couple to the vehicle frame, the electric power assist system to couple to the first end of the drag link via a second pitman arm, the first pitman arm different than the second pitman arm to enable the first pitman arm and the second pitman to have a common pitman to hardpoint connection with the drag link of the steering linkage assembly.