CN216034633U - Steer-by-wire system and vehicle - Google Patents
Steer-by-wire system and vehicle Download PDFInfo
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- CN216034633U CN216034633U CN202122863785.3U CN202122863785U CN216034633U CN 216034633 U CN216034633 U CN 216034633U CN 202122863785 U CN202122863785 U CN 202122863785U CN 216034633 U CN216034633 U CN 216034633U
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Abstract
The utility model discloses a steer-by-wire system and a vehicle, wherein the steer-by-wire system comprises a first steer-by-wire component and a second steer-by-wire component which are mutually independent and are respectively used for controlling the steering of a left front wheel and a right front wheel of the vehicle, the first steer-by-wire component and the second steer-by-wire component respectively comprise a steering gear assembly fixed on a vehicle frame and a driving motor fixed on the steering gear assembly, the steering gear assembly comprises a shell, a rack and a steering pull rod, the rack is fixed in the shell, and the steering pull rod is in transmission connection with the rack and is used for being connected with a steering knuckle to steer the wheels. The technical scheme of the utility model can improve the steering precision of the left and right steering wheels of the vehicle.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a wire-controlled steering system and a vehicle.
Background
At present, the steering system that the vehicle was used commonly is mostly monolithic structure, and one set of steering system drives about the directive wheel and turns to the motion simultaneously promptly.
In this way, the rotation centers of the left and right steering wheels of the front axle and the left and right driven wheels of the rear axle cannot be completely overlapped in the steering process of the whole vehicle, and the steering wheels inevitably roll and slide at the same time. Meanwhile, when steering is performed at different speeds, the cornering angles of the wheels are different due to the difference between load transfer and ground lateral force, so that the steering accuracy between the left and right steering wheels is inconsistent.
SUMMERY OF THE UTILITY MODEL
The utility model mainly aims to provide a wire-controlled steering system, aiming at improving the steering precision of left and right steering wheels of a vehicle.
In order to achieve the above object, the steer-by-wire system provided by the present invention comprises a first steer-by-wire component and a second steer-by-wire component which are independent of each other, and are respectively used for controlling the steering of the left front wheel and the right front wheel of the vehicle, wherein the first steer-by-wire component and the second steer-by-wire component each comprise a steering gear assembly fixed on the vehicle frame and a driving motor fixed on the steering gear assembly, the steering gear assembly comprises a housing, a rack and a steering pull rod, the rack is fixed in the housing, and the steering pull rod is in transmission connection with the rack and is used for being connected with a steering knuckle to steer the wheels.
Optionally, the first and second steer-by-wire assemblies each include a reducer assembly, and the reducer assembly is connected between the drive motor and the steering gear assembly.
Optionally, the speed reducer assembly is a worm gear and worm speed reducing mechanism, and includes a worm gear and a worm that are engaged with each other, an output shaft of the driving motor is connected with the worm through a coupler, and the worm gear is in transmission connection with the rack.
Optionally, the first and second steering assemblies each include a bellows, and the bellows is sleeved outside the housing.
Optionally, the steering tie rod comprises a first tie rod and a second tie rod which are detachably connected, the first tie rod is in transmission connection with the rack, and the second tie rod is used for being connected with the steering knuckle to steer the wheel.
Optionally, a first ball head is arranged at a connecting end of the first pull rod and the rack, and the first pull rod and the rack are in transmission connection through the first ball head; and a second ball head is arranged at the connecting end of the second pull rod and the steering knuckle, and the second pull rod is in transmission connection with the steering knuckle through the second ball head.
Optionally, the first pull rod and the second pull rod are detachably connected through a bolt.
Optionally, with a length direction of the steer-by-wire system as a symmetry axis, the driving motor of the first steer-by-wire assembly and the driving motor of the second steer-by-wire assembly are disposed on two sides of the symmetry axis.
Optionally, the driving motor of the first steer-by-wire assembly and the driving motor of the second steer-by-wire assembly are disposed on the same side of a symmetry axis, which is a length direction of the steer-by-wire system.
The utility model further provides a vehicle which comprises a frame, wheels and the steer-by-wire system, wherein the steer-by-wire system is fixed on the frame and is in transmission connection with the wheels.
According to one technical scheme, the first linear control steering assembly and the second linear control steering assembly which are independent are arranged and are respectively used for controlling steering of a left front wheel and a right front wheel of a vehicle. The driving motors and the steering gear assemblies are arranged in the first linear control steering assembly and the second linear control steering assembly, when a vehicle turns, the two driving motors respectively drive the two steering gear assemblies to move, namely the two driving motors respectively drive racks of the two steering gear assemblies to translate, the two racks respectively drive steering pull rods of the two steering gear assemblies to translate, the two steering pull rods are respectively connected with steering knuckles on the left side and the right side of the vehicle, and the two steering knuckles respectively rotate around main pins on the left side and the right side of the vehicle, so that left front wheels and right front wheels are respectively driven to turn. Compared with an integral steer-by-wire scheme in the prior art, the left front wheel and the right front wheel can independently rotate around the main pins at the left side and the right side of the vehicle without mutual influence, so that the steer of the left front wheel and the right front wheel can be independently adjusted in the steering process of the vehicle, the rotation centers of the wheels are closer, and the steering precision of the wheel steering is improved. Meanwhile, the utility model can also determine the movement stroke of the rack of the steering gear assembly according to the factors of the wheel side-shifting force, the tire characteristics, the input angle of the steering wheel and the like under different speeds, thereby enabling a driver to control the steering of the vehicle more accurately.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the structures shown in the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of an embodiment of a steer-by-wire system of the present invention;
FIG. 2 is a schematic diagram of the drive motor and reducer assembly of FIG. 1 in accordance with one embodiment.
The reference numbers illustrate:
| reference numerals | Name (R) | Reference numerals | Name (R) |
| 10 | First linear |
134 | |
| 20 | Second linear |
200 | |
| 100 | |
300 | |
| 110 | |
310 | Worm gear |
| 120 | |
311 | |
| 130 | |
312 | |
| 131 | |
400 | |
| 132 | |
500 | |
| 133 | First bulb |
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that all the directional indicators (such as up, down, left, right, front, and rear … …) in the embodiment of the present invention are only used to explain the relative position relationship between the components, the movement situation, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly.
In addition, the descriptions related to "first", "second", etc. in the present invention are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In addition, "and/or" in the whole text includes three schemes, taking a and/or B as an example, including a technical scheme, and a technical scheme that a and B meet simultaneously; in addition, technical solutions between various embodiments may be combined with each other, but must be realized by a person skilled in the art, and when the technical solutions are contradictory or cannot be realized, such a combination should not be considered to exist, and is not within the protection scope of the present invention.
At present, the steering system that the vehicle was used commonly is mostly monolithic structure, and one set of steering system drives about the directive wheel and turns to the motion simultaneously promptly. Taking a steer-by-wire system of a passenger car as an example, most of the steer-by-wire systems of the passenger cars are gear rack steering devices at present. The left and right pull rods of the rack are respectively connected with the two steering knuckles, and when the rack of the steering gear is translated, the left and right pull rods are driven to translate, so that the steering knuckles are driven to rotate around the main pins, and the whole vehicle is steered.
In this way, the rotation centers of the left and right steering wheels of the front axle and the left and right driven wheels of the rear axle cannot be completely overlapped in the steering process of the whole vehicle, and the steering wheels inevitably roll and slide at the same time. Meanwhile, when steering is performed at different speeds, the cornering angles of the wheels are different due to the difference between load transfer and ground lateral force, so that the steering accuracy between the left and right steering wheels is inconsistent.
In view of the above, the present invention provides a steer-by-wire system.
Referring to fig. 1 and 2, in an embodiment of the present invention, the steer-by-wire system includes a first steer-by-wire assembly 10 and a second steer-by-wire assembly 20, which are independent of each other, for controlling steering of a front left wheel and a front right wheel of a vehicle, respectively. In one embodiment, the first steer-by-wire assembly 10 is used to control the steering of the front left wheel of the vehicle and the second steer-by-wire assembly 20 is used to control the steering of the front right wheel of the vehicle, thus, separately controlling the steering of the two wheels of the front axle of the vehicle.
The first and second steer-by- wire assemblies 10 and 20 each include a steering assembly 100 fixed to the frame and a drive motor 200 fixed to the steering assembly 100. The driving motor 200 is fixedly connected to the steering gear assembly 100 to provide driving force for the movement of the steering gear assembly 100, and the steering gear assembly 100 is fixed to the frame and is used for transmitting steering transmission to the wheels.
The steering gear assembly 100 includes a housing 110, a rack 120 and a tie rod 130, wherein the rack 120 is fixed in the housing 110, and the tie rod 130 is in transmission connection with the rack 120 for connecting with a knuckle to steer the wheel. In one embodiment, the first and second steering assemblies 10 and 20 each include a bellows 500, and the bellows 500 is sleeved outside the housing 110. Specifically, the bellows 500 is fixed to the outer wall of the housing 110 of the steering gear assembly 100 by an elastic hoop. The bellows 500 can play a dustproof role, so that the rotation failure of the steering gear assembly 100 caused by dust is prevented, meanwhile, the sealing performance of the rotating part of the steering gear assembly 100, namely the rack 120 part, is ensured by the bellows 500, and the interference caused by the contact of the rotating part of the steering gear assembly 100 and other parts is avoided. When the vehicle steers, the driving motor 200 drives the rack 120 of the steering gear assembly 100 to translate, the rack 120 further drives the steering rod 130 to translate, the steering rod 130 is connected with the steering knuckle of the vehicle, and further drives the steering knuckle to rotate around the main pin, so as to drive the wheels to steer.
One aspect of the present invention is to provide a first steer-by-wire assembly 10 and a second steer-by-wire assembly 20, which are independent of each other, for controlling the steering of the front left wheel and the front right wheel of the vehicle, respectively. The driving motors 200 and the steering gear assemblies 100 are respectively arranged in the first linear control steering assembly 10 and the second linear control steering assembly 20, when the vehicle steers, the two driving motors 200 respectively drive the two steering gear assemblies 100 to move, that is, the two driving motors 200 respectively drive the racks 120 of the two steering gear assemblies 100 to translate, the two racks 120 respectively drive the steering pull rods 130 of the two steering gear assemblies 100 to translate, the two steering pull rods 130 are respectively connected with the steering knuckles on the left side and the right side of the vehicle, and the two steering knuckles respectively rotate around the main pins on the left side and the right side of the vehicle, so as to respectively drive the left front wheel and the right front wheel to steer. Compared with an integral steer-by-wire scheme in the prior art, the left front wheel and the right front wheel can independently rotate around the main pins at the left side and the right side of the vehicle without mutual influence, so that the steer of the left front wheel and the right front wheel can be independently adjusted in the steering process of the vehicle, the rotation centers of the wheels are closer, and the steering precision of the wheel steering is improved. Meanwhile, the present invention can determine the moving stroke of the rack bar 120 of the steering gear assembly 100 according to the wheel cornering force at different speeds, the tire characteristics, the input angle of the steering wheel, etc., so that the driver can control the steering of the vehicle more accurately.
Further, to facilitate control of the steer-by-wire system, the first steer-by-wire assembly 10 and the second steer-by-wire assembly 20 each include a reducer assembly 300, and the reducer assembly 300 is connected between the driving motor 200 and the steering gear assembly 100. Specifically, the reducer assembly 300 is a worm wheel 311 and worm 312 reduction mechanism 310, and includes a worm wheel 311 and a worm 312 engaged with each other, an output shaft of the driving motor 200 is connected with the worm 312 through a coupling 400, and the worm wheel 311 is in transmission connection with the rack 120. In some embodiments, the reducer assembly 300 may also be a ball screw, a pulley, a planetary gear, etc., and the specific type of the reducer assembly 300 is not limited herein. In the present invention, the reducer assembly 300 may reduce the rotational speed output by the driving motor 200 to increase the torque output by the driving motor 200, thereby providing a large torque for the steering of the vehicle and more conveniently controlling the steering of the vehicle.
Further, to facilitate the installation of the steering gear assembly 100, the tie rod 130 includes a first tie rod 131 and a second tie rod 132 detachably connected, the first tie rod 131 is in driving connection with the rack bar 120, and the second tie rod 132 is used for connecting with a knuckle to steer the wheel. Specifically, the first tie rod 131 and the second tie rod 132 are detachably connected by bolts. More specifically, an external thread may be provided at a connection end of the first pull rod 131 and the second pull rod 132, an internal thread may be provided at a connection end of the second pull rod 132 and the first pull rod 131, and the first pull rod 131 and the second pull rod 132 may be connected by a thread and fastened and fixed by a bolt. Of course, the pipe diameter of the first pull rod 131 may be smaller than that of the second pull rod 132, and the second pull rod 132 is nested outside the first pull rod 131, and then is sleeved between the first pull rod 131 and the second pull rod 132 through a bolt or an elastic hoop for fixing. The connection manner of the first and second tie rods 131 and 132 is not limited herein. The steer-by-wire system is fixed on the vehicle chassis, and the detachable connection of the first pull rod 131 and the second pull rod 132 enables the steering pull rod 130 to better adapt to the installation space of the vehicle chassis due to certain tolerance existing in the installation space of the vehicle chassis, thereby enabling the installation and adjustment of the steering gear assembly 100 to be more convenient.
Furthermore, in order to facilitate the steering control of the steering gear assembly 100, a first ball 133 is disposed at a connection end of the first tie rod 131 and the rack bar 120, and the first tie rod 131 and the rack bar 120 are in transmission connection through the first ball 133; the connecting end of the second tie rod 132 and the knuckle is provided with a second ball head 134, and the second tie rod 132 and the knuckle are in transmission connection through the second ball head 134. The ball head connection makes the connection between the first tie rod 131 and the rack 120 and the connection between the second tie rod 132 and the knuckle more convenient, and the tie rods are not easy to fall off, so that the steering transmission can be better completed. Meanwhile, when the vehicle runs on an uneven road surface, the ball head can buffer jolting impact caused by the road surface, so that the influence of the uneven road surface on the steering of the wheels is avoided, and the steering precision of the vehicle is improved.
Further, in an embodiment, the driving motor 200 of the first steer-by-wire assembly 10 and the driving motor 200 of the second steer-by-wire assembly 20 are disposed on both sides of the symmetry axis, which is the length direction of the steer-by-wire system. That is, the first steering assembly 10 and the second steering assembly 20 have the same structure, and the driving motor 200, the steering gear assembly 100 and the reducer assembly 300 in the first steering assembly 10 have the same structural arrangement, that is, the first steering assembly 10 and the second steering assembly 20 are shared from left to right, so long as the control adjustment is done in the vehicle steering control software. Therefore, the processing and forming of the steer-by-wire system are facilitated, and the processing efficiency of the steer-by-wire system is improved.
In another embodiment, the driving motor 200 of the first steer-by-wire assembly 10 and the driving motor 200 of the second steer-by-wire assembly 20 are disposed on the same side of the axis of symmetry with respect to the length direction of the steer-by-wire system. That is, the first steer-by-wire assembly 10 and the second steer-by-wire assembly 20 are symmetrically disposed, and the first steer-by-wire assembly 10 and the second steer-by-wire assembly 20 are mirror images of each other. Therefore, the installation and arrangement of the steer-by-wire system in the vehicle chassis are facilitated.
The utility model further provides a vehicle, which comprises a frame, wheels and a steer-by-wire system, wherein the specific structure of the steer-by-wire system refers to the above embodiments, and the vehicle adopts all the technical solutions of all the above embodiments, so that the vehicle at least has all the beneficial effects brought by the technical solutions of the above embodiments, and details are not repeated herein. The steer-by-wire system is fixed on the frame and is in transmission connection with the wheels.
The above description is only an alternative embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. The utility model provides a steer-by-wire system, its characterized in that includes mutually independent first steer-by-wire subassembly and second steer-by-wire subassembly, is used for controlling the turning to of the left front wheel of vehicle and the right front wheel respectively, first steer-by-wire subassembly and second steer-by-wire subassembly all include the steering gear assembly that is fixed in the frame and are fixed in driving motor on the steering gear assembly, wherein the steering gear assembly includes casing, rack and steering linkage, the rack is fixed in the casing, steering linkage with the rack transmission is connected for be connected so that the wheel turns to with the knuckle.
2. The steer-by-wire system of claim 1, wherein the first and second steer-by-wire components each comprise a reducer assembly, the reducer assembly being connected between the drive motor and the steering gear assembly.
3. The steer-by-wire system of claim 2, wherein said reducer assembly is a worm gear and worm reduction mechanism comprising a worm gear and a worm engaged with each other, an output shaft of said drive motor is connected to said worm through a coupling, and said worm gear is in driving connection with said rack.
4. The steer-by-wire system of claim 1, wherein the first and second steer-by-wire assemblies each comprise a bellows, the bellows being sleeved outside the housing.
5. The steer-by-wire system of claim 1, wherein said steering linkage comprises a first linkage and a second linkage removably connected, said first linkage being drivingly connected to said rack, said second linkage being adapted to be connected to said knuckle for steering the wheel.
6. The steer-by-wire system of claim 5, wherein a first ball is disposed at a connection end of said first tie rod and said rack, said first tie rod and said rack being drivingly connected via said first ball; and a second ball head is arranged at the connecting end of the second pull rod and the steering knuckle, and the second pull rod is in transmission connection with the steering knuckle through the second ball head.
7. The steer-by-wire system of claim 5, wherein said first tie rod is removably connected to said second tie rod by a bolt.
8. The steer-by-wire system of claim 1, wherein the drive motor of the first steer-by-wire assembly and the drive motor of the second steer-by-wire assembly are disposed on opposite sides of an axis of symmetry that is a length direction of the steer-by-wire system.
9. The steer-by-wire system of claim 1, wherein the drive motor of the first steer-by-wire assembly is disposed on a same side of a symmetry axis as the drive motor of the second steer-by-wire assembly, with the length of the steer-by-wire system being the symmetry axis.
10. A vehicle comprising a frame, wheels and a steer-by-wire system according to any of claims 1 to 9, said steer-by-wire system being secured to said frame and in driving communication with said wheels.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122863785.3U CN216034633U (en) | 2021-11-18 | 2021-11-18 | Steer-by-wire system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122863785.3U CN216034633U (en) | 2021-11-18 | 2021-11-18 | Steer-by-wire system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN216034633U true CN216034633U (en) | 2022-03-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122863785.3U Active CN216034633U (en) | 2021-11-18 | 2021-11-18 | Steer-by-wire system and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116985895A (en) * | 2023-07-28 | 2023-11-03 | 河北交通职业技术学院 | Split type automobile steering assembly |
-
2021
- 2021-11-18 CN CN202122863785.3U patent/CN216034633U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116985895A (en) * | 2023-07-28 | 2023-11-03 | 河北交通职业技术学院 | Split type automobile steering assembly |
| CN116985895B (en) * | 2023-07-28 | 2024-03-22 | 河北交通职业技术学院 | Split type automobile steering assembly |
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