CN113580847B - Axle assembly for commercial vehicle and application method thereof - Google Patents
Axle assembly for commercial vehicle and application method thereof Download PDFInfo
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- CN113580847B CN113580847B CN202110734247.6A CN202110734247A CN113580847B CN 113580847 B CN113580847 B CN 113580847B CN 202110734247 A CN202110734247 A CN 202110734247A CN 113580847 B CN113580847 B CN 113580847B
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- steering
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- steering knuckle
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
- B60B35/003—Steerable axles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
- B62D5/062—Details, component parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/001—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits the torque NOT being among the input parameters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/18—Steering knuckles; King pins
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses an axle assembly for a commercial vehicle, and belongs to the technical field of axles. The steering wheel comprises a left wheel hub, a left steering knuckle, a left main pin, a left brake drum, a steering knuckle arm telescopic device, a left trapezoid arm, an I-beam, a steering tie rod, a steering hydraulic cylinder, a right trapezoid arm, a right brake drum, a right main pin, a right steering knuckle, a right wheel hub and the like; a load sensor is arranged at the joint of the left side of the I-beam and the plate spring; a displacement sensor is arranged on the knuckle arm; the left steering knuckle and the right steering knuckle are respectively provided with a corner sensor; the camber angles of the left hub and the right hub are 0.7 degrees; on one hand, the invention can realize the automatic adjustment of the steering trapezoid in the running process of the vehicle, so that the axle can obtain the optimal steering trapezoid under different applicable vehicle types and working conditions, and the abnormal abrasion phenomenon of tires is reduced; on the other hand, the height of the knuckle arm under different loads can be adjusted in real time, so that the minimum interference quantity between the steering rod system and the suspension movement is obtained, and the abnormal abrasion phenomenon of the tire is reduced.
Description
Technical Field
The invention belongs to the technical field of axles, and particularly relates to an axle assembly for a commercial vehicle.
Background
For many years, the problem of tyre eating of front axle tyres of commercial vehicles always exists, on one hand, tyre eating leads to the reduction of the service life of the tyres, the tyre replacement period is reduced, and the cost investment of vehicle maintenance for users is increased; on the other hand, the phenomenon that the driving comfort is affected due to the fact that the vehicle is deviated, sideslip, shake and the like is caused by the fact that the tire is eaten, driving fatigue is increased, driving oil consumption is increased, and cost input of vehicle maintenance of a user is increased.
At present, the camber angle of a front axle wheel of a commercial vehicle adopts a 1-degree camber angle structure, a front axle steering trapezoid adopts a fixed structure, namely, the steering trapezoid is not adjustable in the vehicle running process, according to the Ackerman corner relation, when the actual corner is closer to the theoretical Ackerman corner in the vehicle turning process, the vehicle tires tend to be in a pure rolling state, in the actual process, the same steering trapezoid axle is often applied to different wheelbases, so that the consistency of the actual corner and the theoretical corner is poor in the vehicle turning process, the sliding phenomenon of the vehicle tires occurs, and the tire eating phenomenon is increased; the front axle knuckle arm also adopts a fixed structure, namely, the height of the knuckle arm is not adjustable under different loads of a vehicle, and because the steering rod system and the suspension movement interference quantity of the vehicle are different under different loads of the vehicle, the same vehicle cannot realize that the steering rod system and the suspension movement interference quantity are minimum under different loads, the steering rod system and the suspension movement interference result in a certain deflection angle between wheels and a running direction in the running process of the vehicle, and then the phenomenon of tyre eating is caused.
Disclosure of Invention
In order to overcome the defects, the invention provides an axle assembly for a commercial vehicle.
The invention is realized by the following technical scheme:
the utility model provides a commercial vehicle axle assembly which characterized in that: the steering system consists of a left hub, a left steering knuckle, a left main pin, a left brake drum, a steering knuckle arm telescopic device, a left trapezoid arm, an I-beam, a steering tie rod, a steering hydraulic cylinder, a right trapezoid arm, a right brake drum, a right main pin, a right steering knuckle and a right hub;
the left wheel hub is arranged on the left steering knuckle, the left wheel hub is movably connected with the left steering knuckle, and the left wheel hub can rotate around the left steering knuckle;
the left steering knuckle is arranged on the left main pin, is movably connected with the left main pin and can rotate around the left main pin;
one end of the I-beam is connected with the left main pin, and the other end is connected with the right main pin;
the right steering knuckle is arranged on the right main pin, is movably connected with the right main pin and can rotate around the right main pin;
the right wheel hub is arranged on the right steering knuckle, the right wheel hub is movably connected with the right steering knuckle, and the right wheel hub can rotate around the right steering knuckle;
the left brake drum is fixedly connected to the left steering knuckle;
the steering knuckle arm is fixedly connected with the left steering knuckle through a steering knuckle arm telescopic device;
one end of the knuckle arm telescopic device is fixedly connected with the knuckle arm, and the other end of the knuckle arm telescopic device is fixedly connected with the left knuckle, so that the knuckle arm can move up and down by the knuckle arm telescopic device;
one end of the left trapezoid arm is fixedly connected to the left steering knuckle, and the other end of the left trapezoid arm is movably connected with the steering tie rod;
one end of the steering tie rod is movably connected with the left trapezoid arm, and the other end of the steering tie rod is fixedly connected with the steering hydraulic cylinder;
one end of the steering hydraulic cylinder is fixedly connected with the steering tie rod, and the other end of the steering hydraulic cylinder is movably connected with the right trapezoid arm;
one end of the right trapezoid arm is movably connected with the steering hydraulic cylinder, and the other end of the right trapezoid arm is fixedly connected with the right steering knuckle;
the right brake drum is fixedly connected to the right knuckle.
Preferably, a load sensor is arranged at the joint of the left side of the I-beam and the plate spring.
Preferably, a displacement sensor is mounted on the knuckle arm.
Preferably, the left steering knuckle and the right steering knuckle are provided with the rotation angle sensor.
Preferably, the camber angles of the left hub and the right hub are all 0.7 degrees.
The utility model provides a commercial vehicle axle assembly turns to adjustment method, can realize the automatic adjustment to the trapezoidal that turns to in-process that the vehicle is traveling, and specific steps are as follows:
1) When the vehicle turns, the deflection angles of the left wheel and the right wheel are respectively measured through the corner sensors on the left steering knuckle and the right steering knuckle;
2) Taking the deflection angle of the inner wheel as an independent variable, taking the independent variable into an Ackerman corner relation, and solving the theoretical deflection angle of the outer wheel;
3) And comparing the actual deflection angle of the outer wheel with the theoretical deflection angle of the outer wheel, controlling the steering hydraulic cylinder to extend until the actual deflection angle of the outer wheel is equal to the theoretical deflection angle of the outer wheel when the actual deflection angle of the outer wheel is smaller than the theoretical deflection angle of the outer wheel, and controlling the steering hydraulic cylinder to shrink until the actual deflection angle of the outer wheel is equal to the theoretical deflection angle of the outer wheel when the actual deflection angle of the outer wheel is larger than the theoretical deflection angle of the outer wheel.
The method for adjusting the motion interference quantity of the steering rod system and the suspension of the axle assembly for the commercial vehicle can realize the automatic adjustment of the motion interference quantity of the steering rod system and the suspension of the vehicle under different loads, and comprises the following specific steps:
1) When the vehicle is in a straight running state, the load of the I-shaped Liang Shanbian is measured through a load sensor arranged at the joint of the left side of the I-shaped beam and the plate spring after the vehicle is loaded, and the load is the sprung mass of the unilateral plate spring;
2) Inputting the sprung mass of the unilateral plate spring into a system to obtain the position height of the steering knuckle arm when the corresponding interference quantity is minimum;
3) And adjusting the steering knuckle arm to reach the target height through the steering knuckle arm telescopic device by taking the steering knuckle arm position height at the minimum interference value as a target.
The beneficial effects of the invention are as follows:
according to the axle assembly for the commercial vehicle, on one hand, the steering trapezium can be automatically adjusted in the running process of the vehicle, particularly in the turning process of the vehicle, the theoretical outer wheel corner value is calculated according to the actual corner value fed back by the inner wheel corner sensor, the theoretical outer wheel corner value is compared with the actual corner value fed back by the outer wheel corner sensor, the actual outer wheel corner value is corrected to approach the theoretical corner value by controlling the expansion and contraction of the steering hydraulic cylinder, so that the axle can obtain the optimal steering trapezium under different applicable vehicle types and working conditions, and the abnormal abrasion phenomenon of tires is reduced; on the other hand, the method can realize that the motion interference quantity of the steering rod system and the suspension under different loads of the vehicle is minimum, calculate the optimal position of the steering knuckle arm according to the load value fed back by the load sensor arranged at the joint of the left side of the I-beam and the plate spring, and adjust the steering knuckle arm to the ideal optimal position by controlling the steering knuckle arm telescopic device, so that the motion interference quantity of the steering rod system and the suspension under different loads of the vehicle is minimum, and the abnormal abrasion phenomenon of the tire is reduced.
Drawings
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic view of the installation of the knuckle arm extension apparatus of the present invention;
in the figure: 1. a left hub; 2. a left knuckle; 3. a left kingpin; 4. a left brake drum; 5. steering knuckle arm; 6. a knuckle arm extension device; 7. a left trapezoid arm; 8. an I-beam; 9. a tie rod; 10. a steering hydraulic cylinder; 11. a right trapezoid arm; 12. a right brake drum; 13. a right kingpin; 14. a right knuckle; 15 right hub.
Detailed Description
The invention is further described below with reference to the drawings and the detailed description. The following examples are intended to aid those of ordinary skill in the art in further understanding the present invention and are not intended to limit the invention in any way.
As shown in fig. 1, an axle assembly for a commercial vehicle is characterized in that: the steering wheel comprises a left wheel hub 1, a left steering knuckle 2, a left master pin 3, a left brake drum 4, a steering knuckle arm 5, a steering knuckle arm telescopic device 6, a left trapezoid arm 7, an I-beam 8, a steering tie rod 9, a steering hydraulic cylinder 10, a right trapezoid arm 11, a right brake drum 12, a right master pin 13, a right steering knuckle 14 and a right wheel hub 15;
the left wheel hub 1 is arranged on the left steering knuckle 2, the left wheel hub 1 is movably connected with the left steering knuckle 2, and the left wheel hub 1 can rotate around the left steering knuckle 2;
the left steering knuckle 2 is arranged on the left main pin 3, the left steering knuckle 2 is movably connected with the left main pin 3, and the left steering knuckle 2 can rotate around the left main pin 3;
the left brake drum 4 is fixedly connected to the left knuckle 2;
the knuckle arm 5 is connected with the left knuckle 2 through a knuckle arm telescopic device 6;
one end of the knuckle arm telescopic device 6 is fixedly connected with the knuckle arm 5, one end of the knuckle arm telescopic device is fixedly connected with the left knuckle 2, and the knuckle arm telescopic device 6 can enable the knuckle arm 5 to move up and down;
one end of a left trapezoid arm 7 is fixedly connected to the left steering knuckle 2, and the other end of the left trapezoid arm is movably connected with a steering tie rod 9;
one end of a steering tie rod 9 is movably connected with the left trapezoid arm 7, and the other end is fixedly connected with a steering hydraulic cylinder 10;
one end of a steering hydraulic cylinder 10 is fixedly connected with a steering tie rod 9, and the other end is movably connected with a right trapezoid arm 11;
one end of the right trapezoid arm 11 is movably connected with the steering hydraulic cylinder 10, and the other end is fixedly connected with the right steering knuckle 14;
the right brake drum 12 is fixedly connected to the right knuckle 14;
the right knuckle 14 is mounted on the right main pin 13, the right knuckle 14 is movably connected with the right main pin 13, and the right knuckle 14 can rotate around the right main pin 13;
the right wheel hub 15 is arranged on the right steering knuckle 14, the right wheel hub 15 is movably connected with the right steering knuckle 14, and the right wheel hub 15 can rotate around the right steering knuckle 14;
one end of the I-beam 8 is connected with the left main pin 3, and the other end is connected with the right main pin 13.
And a load sensor is arranged at the joint of the left side of the I-beam 8 and the plate spring.
The knuckle arm 5 is provided with a displacement sensor.
And the left steering knuckle 2 and the right steering knuckle 14 are respectively provided with a rotation angle sensor.
The camber angles of the left hub 1 and the right hub 15 are all 0.7 degrees.
The control strategy of the invention is as follows:
the invention aims to regulate the motion interference quantity of a steering trapezoid and a steering rod system of a vehicle and a suspension system in real time in the running process of the vehicle, so that the vehicle is in an optimal steering trapezoid state at one hand and in an optimal state of the steering rod system and suspension motion interference at the other hand in the running process of the vehicle.
For automatic adjustment of steering trapezoids, taking vehicle left turn as an example, the control strategy of the invention is as follows:
the control system program firstly judges whether the vehicle is left-turn or right-turn according to the size of the corner data obtained by the left-turn knuckle and the right-turn knuckle, the corner data obtained by the left-turn knuckle is larger than the corner data obtained by the right-turn knuckle, the control system software judges that the vehicle is left-turn, the control system software automatically calculates the theoretical corner of the right-turn knuckle by taking the corner data obtained by the left-turn knuckle as input, otherwise, the corner data obtained by the right-turn knuckle is larger than the corner data obtained by the left-turn knuckle, the control system software judges that the vehicle is right-turn, the control system software automatically calculates the theoretical corner of the left-turn knuckle by taking the corner data obtained by the right-turn knuckle as input, the control system software in this example is left-turn, and the corner data obtained by the left-turn knuckle is larger than the theoretical corner data obtained by the right-turn knuckle; and then the control system software automatically compares the calculated theoretical rotation angle of the right steering knuckle with actual rotation angle data obtained by the right steering knuckle, if the actual rotation angle of the right steering knuckle is smaller than the theoretical rotation angle, the control system software sends out an instruction to control the steering hydraulic cylinder to extend until the actual rotation angle of the right wheel is equal to the theoretical rotation angle of the right wheel, and if the actual rotation angle of the right wheel is larger than the theoretical rotation angle of the right wheel, the control system software sends out an instruction to control the steering hydraulic cylinder to shrink until the actual rotation angle of the right wheel is equal to the theoretical rotation angle of the right wheel. Through the control, the vehicle is in the optimal corner position in the running process, particularly in the turning process of the vehicle, the vehicle tires are guaranteed to be in a pure rolling state, the sliding state of the wheels caused by overlarge or undersize corners is reduced, and abnormal abrasion and increase of oil consumption of the vehicle tires are further caused.
For the motion interference of the steering linkage and the suspension, the control strategy of the invention is as follows:
the unilateral load value obtained by a load sensor arranged at the joint of the left side of the I-beam and the plate spring is input to a control system, namely the unilateral plate spring sprung mass value is input to the control system; and then according to the relation between the steering rod system corresponding to the unilateral leaf spring sprung mass parameter set by the control system and the suspension interference quantity, the theoretical steering rod position height when the steering rod system corresponding to the vehicle and the suspension motion interference quantity are minimum under the actual load is obtained, the theoretical steering rod position height under the action of the actual load is compared with the actual steering rod position height, the control system software automatically calculates the difference value of the theoretical steering rod position height minus the actual steering rod position height, the difference value is represented by 'A', the A represents that the steering rod position height is upwards adjusted Amm relative to the existing steering rod position height when the A is positive, the A represents that the steering rod position height is downwards adjusted Amm relative to the existing steering rod position height when the steering rod position height is negative, after each adjustment, the control system software automatically records the latest steering rod position height value, when the steering rod position height is upwards adjusted, the control system software sends a command, the steering rod expansion device stretches to reach the position height interference when the steering rod system and the suspension motion interference quantity is minimum, when the steering rod expansion device reaches the steering rod position height is not interfered with the suspension motion quantity, the steering rod expansion device reaches the minimum, the problem when the steering rod expansion device is contracted by the control system is in the strategy of the minimum, and the abnormal motion interference quantity is caused by the steering rod expansion device when the steering rod is not interfered with the steering rod system is greatly, and the suspension motion interference quantity is greatly influenced by the steering rod system when the steering rod position is under the steering rod is in the steering rod has the steering rod position is greatly.
The above-mentioned embodiments are merely preferred embodiments of the present invention, and are not intended to limit the invention, but any modifications, improvements, etc. made without departing from the principles of the invention should be included in the scope of the invention.
Claims (7)
1. The utility model provides a commercial vehicle axle assembly which characterized in that: the steering device comprises a left hub (1), a left steering knuckle (2), a left master pin (3), a left brake drum (4), a steering knuckle arm (5), a steering knuckle arm telescopic device (6), a left trapezoid arm (7), an I-beam (8), a steering tie rod (9), a steering hydraulic cylinder (10), a right trapezoid arm (11), a right brake drum (12), a right master pin (13), a right steering knuckle (14) and a right hub (15);
the left wheel hub (1) is arranged below the left steering knuckle (2), and the left wheel hub (1) is movably connected with the left steering knuckle (2);
the left steering knuckle (2) is connected to one side of the left main pin (3), and the left steering knuckle (2) is movably connected with the left main pin (3);
one end of the I-shaped beam (8) is connected with the left main pin (3), and the other end is connected with the right main pin (13);
the right steering knuckle (14) is connected to the right main pin (13), and the right steering knuckle (14) is movably connected with the right main pin (13);
the right wheel hub (15) is arranged below the right steering knuckle (14), and the right wheel hub (15) is movably connected with the right steering knuckle (14);
the left brake drum (4) is fixedly connected to the left steering knuckle (2);
the steering knuckle arm (5) is connected with the left steering knuckle (2) through a steering knuckle arm telescopic device (6);
one end of a knuckle arm telescopic device (6) is fixedly connected with the knuckle arm (5), and the other end is fixedly connected with the left knuckle (2);
one end of a left trapezoid arm (7) is fixedly connected to the left steering knuckle (2), and the other end of the left trapezoid arm is movably connected with a steering tie rod (9);
one end of a steering tie rod (9) is movably connected with the left trapezoid arm (7), and the other end is fixedly connected with a steering hydraulic cylinder (10);
one end of a steering hydraulic cylinder (10) is fixedly connected with a steering tie rod (9), and the other end is movably connected with a right trapezoid arm (11);
one end of the right trapezoid arm (11) is movably connected with the steering hydraulic cylinder (10), and the other end is fixedly connected with the right steering knuckle (14);
the right brake drum (12) is fixedly connected to the right knuckle (14).
2. The axle assembly for a commercial vehicle of claim 1, wherein: and a load sensor is arranged at the joint of the left side of the I-shaped beam (8) and the plate spring.
3. The axle assembly for a commercial vehicle of claim 1, wherein: and a displacement sensor is arranged on the knuckle arm (5).
4. The axle assembly for a commercial vehicle of claim 1, wherein: and the left steering knuckle (2) and the right steering knuckle (14) are respectively provided with a rotation angle sensor.
5. The axle assembly for a commercial vehicle of claim 1, wherein: the camber angles of the left hub (1) and the right hub (15) are all 0.7 degrees.
6. A steering adjustment method using the axle assembly for a commercial vehicle according to any one of claims 1 to 5, characterized by comprising the specific steps of:
1) When the vehicle turns, the deflection angles of the left wheel and the right wheel are respectively measured through the corner sensors on the left steering knuckle and the right steering knuckle;
2) Taking the deflection angle of the inner wheel as an independent variable, taking the independent variable into an Ackerman corner relation, and solving the theoretical deflection angle of the outer wheel;
3) And comparing the actual deflection angle of the outer wheel with the theoretical deflection angle of the outer wheel, controlling the steering hydraulic cylinder to extend until the actual deflection angle of the outer wheel is equal to the theoretical deflection angle of the outer wheel when the actual deflection angle of the outer wheel is smaller than the theoretical deflection angle of the outer wheel, and controlling the steering hydraulic cylinder to shrink until the actual deflection angle of the outer wheel is equal to the theoretical deflection angle of the outer wheel when the actual deflection angle of the outer wheel is larger than the theoretical deflection angle of the outer wheel.
7. A method for adjusting the motion interference between a steering rod system and a suspension using the axle assembly for a commercial vehicle according to any one of claims 1 to 5, comprising the steps of:
1) When the vehicle is in a straight running state, the load of the I-shaped Liang Shanbian is measured through a load sensor arranged at the joint of the left side of the I-shaped beam and the plate spring after the vehicle is loaded, and the load is the sprung mass of the unilateral plate spring;
2) Inputting the sprung mass of the unilateral plate spring into a system to obtain the position height of the steering knuckle arm when the corresponding interference quantity is minimum;
3) And adjusting the steering knuckle arm to reach the target height through the steering knuckle arm telescopic device by taking the steering knuckle arm position height at the minimum interference value as a target.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110734247.6A CN113580847B (en) | 2021-06-30 | 2021-06-30 | Axle assembly for commercial vehicle and application method thereof |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110734247.6A CN113580847B (en) | 2021-06-30 | 2021-06-30 | Axle assembly for commercial vehicle and application method thereof |
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| Publication Number | Publication Date |
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| CN113580847A CN113580847A (en) | 2021-11-02 |
| CN113580847B true CN113580847B (en) | 2023-09-22 |
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Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114872792B (en) * | 2022-06-07 | 2023-07-21 | 上海跨悦信息技术有限公司 | Vehicle steering control method and device, electronic equipment and storage medium |
| CN115991237A (en) * | 2022-11-30 | 2023-04-21 | 东风汽车股份有限公司 | Variable-height knuckle arm and control method thereof |
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| 双前桥载货汽车转向传动机构故障与轮胎异常磨损研究;周志国;詹远武;张琴友;张玉书;;农业装备与车辆工程(第12期);全文 * |
| 汽车转向机构设计参数与前束变化规律关系的研究;唐荣平;尹忠;李勇;;汽车科技(第03期);全文 * |
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