Integrated Steering Actuator for Simultaneous Turning and Camber Control
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Solution Overview
Problem
Conventional steering mechanisms for vehicles require multiple actuators to control turning and camber angles, leading to increased size, cost, energy consumption, and a larger turning radius, which can result in vehicle instability and excessive tire wear.
Innovation Solution
A steering device that integrates control of turning and camber angles using a single power component, where a steering power unit with a torque-output end drives a transmission unit to adjust both angles through a screw bar and eccentric bolt, reducing the need for large actuators and minimizing the turning radius.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If multiple actuators are used to control turning angle and camber angle separately, then the steering control precision is improved, but the device size and complexity increase
Solution Approach 1:
The patent combines the functions of controlling turning angle and camber angle into a single actuator. The actuator integrates a motor, transmission mechanism, and linkage system that can simultaneously or separately control both steering parameters through a unified structure, eliminating the need for two separate actuators while maintaining control precision
Solution Approach 2:
The single actuator is designed with multi-functionality to perform both turning angle control and camber angle control. The transmission mechanism includes components that can redirect power to different linkage points, enabling the same actuator to fulfill multiple steering control functions that traditionally required separate dedicated actuators
2Adaptability or versatility
If multiple actuators are used to control turning angle and camber angle, then the control functionality is improved, but the energy consumption increases
Solution Approach 1:
By merging the control functions into a single actuator, the system eliminates redundant energy consumption associated with operating multiple independent actuators. The unified actuator can coordinate both control functions efficiently, reducing total power requirements while maintaining full control functionality
Solution Approach 2:
The actuator system recovers and reuses mechanical energy through its integrated transmission mechanism. The linkage design allows for energy recovery during steering maneuvers, reducing the net energy consumption while preserving the ability to perform both turning and camber control functions
3Force
If conventional actuators with larger specs are used, then the steering force is sufficient, but the turning radius increases
Solution Approach 1:
The actuator incorporates a vertical dimension through the camber angle control capability. By adjusting the camber angle in addition to the turning angle, the system achieves effective steering with a smaller horizontal turning radius, as the vertical wheel tilt component contributes to cornering force
Solution Approach 2:
The actuator system dynamically coordinates turning angle and camber angle adjustments based on steering requirements. This dynamic multi-parameter control allows the system to achieve the necessary steering force with reduced turning radius compared to conventional single-parameter actuators
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The integrated control of turning and camber angles enhances vehicle stability, reduces the turning radius, and minimizes tire slip and wear, while reducing the number of components and energy consumption.
Implementation Method 1
a screw bar unit, having a transmission member and a gear, the transmission member being driven by the torque-output end to rotate the gear and further to move the upper control arm and the steering knuckle
Implementation Method 2
an eccentric bolt, installed at the upper control arm
Data Source
AI summary
A steering device includes a steering power unit, a transmission unit, an upper control arm, a steering element, an eccentric bolt and a steering knuckle. The steering power unit has at least one torque-output end. The transmission unit is connected with the torque-output end. The steering element is connected with the transmission unit. The eccentric bolt, installed at the upper control arm, is connected with the steering power unit. The steering knuckle, mounted to a wheel disc, is connected with the steering element and the upper control arm, and used for controlling the wheel disc. The steering power unit drives the steering element to push or pull the steering knuckle for controlling a turning angle, and simultaneously drives the eccentric bolt to have the upper control arm to push or pull the steering knuckle for varying a camber angle of the wheel disc. In addition, a steering method is provided.