Double Rod Steering Actuator With Self-Centering Lock
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Solution Overview
Problem
Existing vehicles face challenges in navigating around obstacles and maintaining precise positioning on varied terrain, particularly when towing trailers, due to the need for directional steering and self-centering capabilities, especially in confined spaces where large trucks cannot access.
Innovation Solution
A steering assembly system with a linear actuator that allows directional steering and self-centering, featuring a double rod end cylinder with varying internal diameters and a locking mechanism to maintain the centered position, utilizing hydraulic or pneumatic pressure to control piston movement.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If a linear actuator is used for directional steering, then precise positioning capability is improved, but the ability to maintain centered position without continuous control deteriorates
Solution Approach 1:
The locking mechanism is pre-configured to automatically engage when the actuator reaches the centered position, eliminating the need for continuous control input to maintain that position. The mechanical lock is designed to catch and hold the piston rod at the centered position automatically.
Solution Approach 2:
A mechanical locking mechanism serves as an intermediary between the actuator and the steering assembly, taking over the position maintenance function from the actuator's continuous control system. This intermediary component ensures reliable position holding without requiring continuous energy input or control attention.
2Adaptability or versatility
If directional steering capability is added to navigate obstacles, then maneuverability in tight spaces is improved, but vehicle complexity increases
Solution Approach 1:
The steering system is segmented into independent controllable sections, with the ability to steer individual axles or wheel assemblies separately. This allows the vehicle to navigate tight spaces by coordinating different steering segments while keeping the overall system design modular and manageable.
Solution Approach 2:
The steering system transitions from a static fixed-position configuration to a dynamic adjustable configuration. The actuator enables the steering components to move between centered and angled positions as needed, providing adaptability while maintaining a relatively simple mechanical structure through controlled movement rather than complex multi-position mechanisms.
3Reliability
If a locking mechanism is added to maintain centered position, then position maintenance reliability is improved, but device complexity increases
Solution Approach 1:
The locking mechanism is designed to be self-actuating through the actuator's own movement. As the actuator piston rod reaches the centered position, the locking mechanism automatically engages without requiring external activation or additional control systems. The system uses its own operational motion to trigger and maintain the locked state.
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
Enables precise directional steering and self-centering of vehicle axles, allowing vehicles to maneuver in tight spaces and maintain alignment without continuous actuator control, enhancing maneuverability and load handling capabilities.
Implementation Method 1
utilizing hydraulic or pneumatic pressure to control piston movement
Implementation Method 2
utilizing hydraulic or pneumatic pressure to control piston movement
Implementation Method 3
The linear actuator may further be mechanically locked into the self-centered orientation, to maintain the self-centered orientation of the wheels of the axle
Data Source
AI summary
A steering assembly system is provided having a steering actuator comprising a double rod end cylinder having: a cylinder barrel having a length, a first end with a first cap, and a second end with a second cap, and a first, second and third fluid port, each respectively in fluid communication with a first, second, and third chamber; a piston rod having a first rod end and a second rod end with a length extending therebetween, and the first rod end extending through the first cap and the second rod end extending through the second cap of the cylinder barrel; a first piston having a first dimension and mechanically secured at a point along the length of the main piston rod; a second piston having a second dimension larger than the first dimension of the first piston, and main piston rod extending through at least the length of the barrel.