CN1325319C - Through type position locking device for vehicle steering mechanism - Google Patents

Abstract

A through-type locker for a vehicle steering mechanism relates to a through-type locker for a vehicle electromechanical control steering mechanism or a vehicle steering mechanism in a system. In the locker, a cam steering push-pull rod (43) is located in a recess In the intermediate shaft hole of the housing (44) and the convex housing (35) of the lock housing, the support shaft (34) of the compression caliper is located in the convex housing (35) of the housing of the lock and the concave housing of the housing In the corresponding shaft hole on the inner end surface of the body (44), the support ear hole (54) on the locking caliper (41), the compression caliper pressure spring (33) and its positioning sleeve (42), and the locking caliper axial gasket (47) are all sleeved on the compression caliper support shaft (34), and the compression caliper pressure spring (33) is located in the middle of the support ear hole (54) on a pair of locking calipers (41), and the locking calipers (41) An axial spacer (47) is respectively provided on both sides of the supporting ear hole (54) on the top; the locking end face (55) of the locking caliper (41) and the cam groove (60) in the middle of the cam steering push-pull rod (43) ) arc concentric.

Description

Through-type locker for vehicle steering mechanism

technical field

The invention relates to a through-type locking device used in a vehicle electromechanical control steering mechanism or a vehicle steering mechanism, and belongs to the technical field of control combining linear motor drive technology with a mechanical transmission mechanism or system.

Background technique

Among the various structures of vehicle steering, the following steering systems or mechanisms are mainly used in the current vehicle steering technology at home and abroad in order to realize the steering of general road vehicles.

The basic forms of active steering mechanisms are: electro-hydraulic power steering system; motor power steering system (rack mounted motor power steering system; steering column mounted motor power steering system; gear motor power steering system). At present, the basic characteristics of this type of power-assisted steering system are: the type of power steering either drives the rack-and-pinion steering mechanism through hydraulic pressure or drives the rack-and-pinion steering mechanism through a motor acceleration and deceleration gear mechanism to achieve steering.

The basic forms of the follow-up (driven) steering mechanism are: the steering system of the rotating motor acceleration and deceleration transformation mechanism can be found from their unit composition: the system composition is complex; the performance-price ratio is not high, the steering system consumes a lot Reliability is not ideal, etc.

In order to solve the contradiction between system performance and cost, and consider the development direction and characteristics of the green design of the electromechanical system, the technical design of the control of the combination of linear motor drive technology and mechanical transmission mechanism or system is formed. It is believed that this kind of technology and products will Play a certain role in promoting the development of vehicles and related technologies. So far, there is no comprehensive application method or structure that combines linear motor drive technology with mechanical transmission mechanism or system and active steering control technology in the steering system. Therefore, there is no through-type locking device specially used for the vehicle steering mechanism driven by the linear motor.

Contents of the invention

Technical problem: The object of the present invention is to provide a through-type locking device for the steering mechanism of a vehicle. The locking device is relatively low in cost, reliable in operation, good in performance, and flexible in layout, and can be applied to independent suspension systems and non-independent suspension systems. Vehicle chassis system.

Technical solution: In the through-type locker for the vehicle steering mechanism of the present invention, the cam steering push-pull rod is located in the intermediate shaft hole of the concave shell of the locker housing and the convex housing of the locker housing, and the flange of the housing Located at the left end of the convex shell of the locker housing, the connecting flange is located at the left end of the cam steering push-pull rod, and the fixed rod passes through the concave shell of the locker housing, the convex shell of the locker housing and the locker housing The convex shell forms a whole; the supporting shaft of the compression caliper is located in the corresponding shaft hole on the inner end surface of the convex shell of the locker housing and the concave shell of the locker housing, and the support ear hole on the locking caliper and the pressure of the compression caliper The spring, its positioning sleeve, and the axial spacer of the lock caliper are all set on the support shaft of the compression caliper. There is an axial gasket on both sides of the caliper; the lock end face of the lock caliper is concentric with the cam groove arc in the middle of the cam steering push-pull rod; the solenoid valve support and the cam caliper push-pull rod, balance spring, pre-tension spring positioning seat And the pretightening force adjustment screw is coaxially located in the lower fixed installation shaft hole in the convex shell of the locker housing and the concave housing of the locker housing, one end of the push-pull rod of the cam caliper is located in the hole of the solenoid valve support, and the other One end is in contact with the balance spring, the other end of the balance spring is in contact with the end face of the inner hole of the pre-tightening spring positioning seat, and the other end face of the pre-tightening spring positioning seat is in contact with the adjusting screw. The lock caliper is a semicircular caliper, and a support ear hole is provided at the upper end of the lock caliper. The middle part of the semicircular arc of the lock caliper is a flat or specific arc-shaped caliper lock end face 55, and the lock caliper The lower end is the lower end surface 56 of the locking caliper. The diameter of the middle end of the cam steering push-pull rod is larger than that of the two ends, and the two sides of the middle part of the middle end are symmetrically provided with cam grooves.

When the lock device is not powered on, the cam on the caliper push-pull rod in the actuating mechanism does not contact the lower end surface of the lock caliper under the action of the balance spring, so that the groove of the cam steering push-pull rod can be locked by the lock caliper Constrained or unconstrained, depending on the relative positions of the groove and the caliper. When the connected steering wheel returns to the straight-line driving position under the action of the return torque, the design ensures that the groove of the cam steering push-pull rod just contacts the arc surface of the locking caliper at this time, so as to ensure that the locking device is powered off Or under the control command, the originally controlled steering wheel can quickly become a non-steering wheel.

When the system is working normally, the lock positioner is powered on, and the solenoid valve in it generates thrust. Under the joint action of the thrust force and the balance spring thrust, the outer surface of the cam on the cam steering push-pull rod is in the same position as the inner surface of the lock shift fork arc. The state of contact, so that the locking caliper does not produce a locking and limiting effect on the steering push-pull rod, so that the steering push-pull rod can move horizontally and linearly according to the working requirements of the predetermined operating characteristics under the drive of the linear motor.

Description of drawings

Fig. 1 is a schematic diagram of the explosion effect of the through-type retainer used in the vehicle steering mechanism of the present invention.

Above figure has: fastening nut 29; anti-loosening reed 30; locking device shell fixing rod 31; fixing rod sleeve 32; compression caliper pressure spring 33; compression caliper support shaft 34; Body 35; shell flange 36; shell flange 37; preload adjustment screw 38; balance spring 39; cam caliper push-pull rod 40; lock caliper 41; positioning sleeve 42; Positioner concave housing 44; bearing flange seat 45; pre-tightening spring positioning seat 46; locking caliper axial gasket 47; solenoid valve support 48.

Fig. 2 is an outline view of the through-type locker for the vehicle steering mechanism of the present invention.

Fig. 3 is a schematic diagram of the assembly effect of the through-type locker for the vehicle steering mechanism of the present invention.

Fig. 4 is a cross-sectional view along H-H direction in Fig. 2 (power-off, that is, locked state).

Fig. 5 is a cross-sectional view along the line G-G in Fig. 2 (power-off or locked state).

FIG. 6 is a schematic structural view of the locking caliper 41 . In the figure, there are: supporting ear holes 54, locking end faces 55, and locking caliper lower end faces 56.

FIG. 7 is a schematic structural diagram of the cam steering push-pull rod 43 . Have among the figure: wheel groove 60.

Detailed ways

The lock is composed of three functional units, namely: a lock mechanism, a lock actuator and a lock housing.

Lock mechanism:

The locking mechanism is composed of a caliper support shaft 34, an axial washer 47, a compression spring 33, a locking caliper 41, and a positioning sleeve 42, wherein the compression spring 33 is coaxial with the earring of the locking caliper 41, and is positioned at the compression position. The caliper support shaft 34 is located in the middle of the two lock calipers 41, and the two ends of the compression spring produce a closing and compression effect on the compression caliper. The positioning sleeve 42 enables a definite axial positioning of the locking caliper. The axial spacer 47 separates the end face of the locking caliper from the inner end face of the housing, so that the working resistance of the pressing caliper is small.

Lock Actuation Mechanism:

The lock actuating mechanism is composed of a pre-tightening adjustment screw 38, a spring washer 46, a balance spring 39, a cam caliper push-pull rod 40, and a solenoid valve support 48: a pre-tightening adjustment screw 38, a spring washer 46, a balance spring 39, and a cam caliper push-pull The pull rod 40 and the electromagnetic valve support 48 are located in the corresponding shaft holes at the lower end of the locker housing, and the preload adjustment screw 38 generates an axial pressing force for the balance spring 39 through the spring washer 46 . One end of the push-pull rod of the cam caliper is located in the shaft hole of the solenoid valve, and the other end is in contact with the balance spring.

Lock housing:

Locking device housing: the locking housing is fixedly connected to the cylindrical mounting bracket through a flange 36 at one end by bolts. One end of the cam steering push-pull rod forms a steering kinematic relationship through the wheel steering pull rod and the steering wheel.

When other components of the steering system are in normal state, the through-type locker, under the control of the control command, does not have a locking function for the cam steering push-pull rod that moves linearly in it. Under the control, when the steering push-pull rod slides in a straight line to make the left and right steering wheels in a straight-line driving state, the steering wheel on the same side becomes a non-steering wheel. After the system fault is eliminated, under the control of the corresponding control command, the lock position The device does not have the locking function, so as to ensure that the steering wheel on the same side can recover to the normal steering function.

Ensure that when the system has a sudden failure (power failure or power failure), the steering wheels become non-steering. Through the non-charged state of the linear drive motor, the shaft rod can move in both directions under the push of the axial external force, and the external thrust is provided by the returning torque of the steering and rolling wheels. When the driving motor does not work normally due to other non-electrical factors, the steering wheel will be turned into a non-steering state under the action of the return torque by releasing the steering rigid connection.

The specific structure is:

In the locker, the cam steering push-pull rod 43 is located in the middle axis hole of the locker housing concave shell 44 and the locker housing convex shell 35, and the housing flange 36 is located in the locker housing convex shell. The left end of the body 35, the connecting flange 37 is located at the left end of the cam steering push-pull rod 43, and the fixed rod 31 passes through the concave housing 44 of the locker housing and the convex housing 35 of the locker housing to form a whole; the compression caliper supports The shaft 34 is located in the corresponding shaft hole on the upper inner end surface of the convex housing 35 of the locker housing and the concave housing 44 of the locker housing, the support ear hole 54 on the locking caliper 41 and the compression caliper pressure spring 33 and its positioning sleeve The pipe 42 and the lock caliper axial spacer 47 are all sleeved on the compression caliper support shaft 34, and the compression caliper pressure spring 33 is located in the middle of the support ear holes 54 on a pair of lock caliper 41, and on the lock caliper 41. An axial spacer 47 is provided on both sides of the support ear hole 54; the locking end face 55 of the locking caliper 41 is concentric with the cam groove arc 60 in the middle of the cam steering push-pull rod 43; the solenoid valve support 48 and the cam caliper push-pull rod 40. The balance spring 39, the pre-tightening spring positioning seat 46 and the pre-tightening force adjustment screw 38 are coaxially located in the lower fixed installation shaft hole in the convex housing 35 of the lock housing and the concave housing 44 of the housing. One end of the cam caliper push-pull rod 40 is located in the hole of the electromagnetic valve support 48, and the other end is in contact with the balance spring 39. The other end surface is in contact with the adjusting screw 38 . The locking caliper 41 is a semicircular caliper, and the upper end of the locking caliper 41 is provided with a support ear hole 54, and the middle part of the semicircular arc of the locking caliper 41 is a flat specific arc-shaped locking end surface 55 of the caliper. The lower end of the locking caliper 41 is the lower end surface 56 of the locking caliper. The diameter of the middle end of the cam steering push-pull rod 43 is larger than that of both ends, and the middle part of the middle end is symmetrically provided with cam grooves 60 on both sides.

Claims (3)

1. A through-type locking device for a vehicle steering mechanism, characterized in that in the locking device, the cam steering push-pull rod (43) is located between the concave housing (44) of the locking device housing and the convex housing of the locking device. In the intermediate shaft hole of the housing (35), the housing flange (36) is located at the left end of the locking device housing convex housing (35), and the connecting flange (37) is located at the left end of the cam steering push-pull rod (43). The fixed rod (31) passes through the concave housing (44) of the locking device housing and the convex housing (35) of the locking device housing to form a whole; the compression caliper support shaft (34) is located at the convex housing of the locking device Body (35) and locker housing recessed housing (44) upper inner end surface corresponding shaft hole, the support ear hole (54) on the lock caliper (41) and the compression caliper pressure spring (33) and its positioning sleeve The pipe (42) and the locking caliper axial gasket (47) are all sleeved on the compression caliper support shaft (34), and the compression caliper pressure spring (33) is located in the support ear hole ( 54) in the middle of the lock caliper (41) on both sides of the support ear hole (54) is respectively provided with an axial gasket (47); the lock end face (55) of the lock caliper (41) and the cam steering The arc of the cam groove (60) in the middle of the push-pull rod (43) is concentric; the solenoid valve support (48) and the cam caliper push-pull rod (40), the balance spring (39), the pre-tightening spring positioning seat (46) and the pre-tightening force The adjusting screw (38) is coaxially located in the lower fixed installation shaft hole in the convex housing (35) of the lock housing and the concave housing (44) of the housing, and one end of the cam caliper push-pull rod (40) is located in In the hole of the electromagnetic valve support (48), the other end is in contact with the balance spring (39), and the other end of the balance spring (39) is against the end face of the inner hole of the pre-tightening spring positioning seat (46), and the pre-tightening spring positioning seat (46) ) is in contact with the adjusting screw (38). 2. The through-type locking device for vehicle steering mechanism according to claim 1, characterized in that the locking caliper (41) is a semicircular caliper, and a supporting ear hole is provided at the upper end of the locking caliper (41) (54), the middle part of the semicircular arc of the lock caliper (41) is a flat or specific arc-shaped caliper lock end face (55), and the lower end of the lock caliper (41) is the lock caliper lower end face (56) . 3. The through-type locking device for the vehicle steering mechanism according to claim 1, characterized in that the diameter of the middle end of the cam steering push-pull rod (43) is larger than that of both ends, and the two sides of the middle end of the middle end are symmetrically provided with cam grooves (60).

Images