Steering transmission mechanism structure used with independent suspension

When the steering axle adopts independent suspension, each steering wheel moves relatively independently with the frame or body, so the steering axle is a disconnected structure.

The steering trapezoid of the corresponding steering transmission mechanism must also be divided into two or three sections, as shown in Figure 12.

6, so that the steering transmission mechanism of independent suspension is more complex than that of non-independent suspension.

Modern automobiles generally use independent suspension on the front axle, and the engine adopts front-wheel drive, which makes the front axle structure more complex and the steering transmission mechanism difficult to arrange.

This problem can be effectively solved by using a rack and pinion steering gear.

The layout of the steering transmission mechanism of the rack-and-pinion steering gear is shown in Figure 12.

7. The rack-and-pinion steering gear is directly connected to the left and right steering tie rods 3 and 4, and drives the wheel deflection through the left and right steering knuckles.

Compared with Figure 12.6, the complex intermediate transmission tie rod is omitted and the transmission mechanism is greatly simplified.

It is a widely used structure in modern cars.

The Santana front axle is a MacPherson independent suspension, and its steering transmission mechanism is arranged as shown in Figure 12.

8. Due to the adoption of a rack-and-pinion steering gear, the steering gear 5 is directly connected to the steering knuckle arm on the steering column assembly through the left and right tie rods 3, which greatly simplifies the structure of the steering transmission mechanism.

The internal structure and shape of the steering damper 4 are similar to those used in general suspensions, and are also double-acting hydraulic type.

One end of the piston rod is connected to the ball joint on the tie rod, and one end of the shock absorber housing is connected to the bracket of the elastic spring tray on the right side of the front axle.

The steering damper is mainly used to reduce the steering vibration caused by the impact of the road surface when the steering wheel is driving, reduce the angular vibration of the steering wheel, and stabilize the steering gear.

The steering transmission mechanism of Beijing Cherokee Jeep consists of steering rocker arm, steering tie rod, steering tie rod, steering damper, adjustment tube, ball joint and steering knuckle.

As shown in Figure 12.

9. Toe adjustment is achieved by adjusting the duct and steering tie rod.

If the clamp is loosened and the adjustment tube and tie rod are turned to retract the bolts connecting them, the toe will increase, otherwise the toe will decrease.

Because the adjustment of the adjusting tube not only affects the toe-in of the right front wheel, but also affects the left front wheel, affecting both to varying degrees.

Therefore, when adjusting the toe, the steering rod needs to be adjusted so that the toe adjustment of the two front wheels can be balanced.

Whether the toe adjustment is appropriate needs to be measured on a special sliding test bench.

The structure of the front wheel connecting rod Santana steering tie rod is shown in Figure 12.

10. The ball pin 1 is connected to the steering knuckle arm, the right end connecting ring 4 is connected to the rack and pinion steering gear, and the length of the tie rod 3 is adjusted by the adjusting nut 2.

Ball stud 1 is integral and cannot be disassembled, so no lubrication is required.

It should be replaced after wear.

The steering column is designed to firmly support the steering wheel.

The steering shaft, which transmits steering wheel torque, passes through the steering shaft and is supported by bearings and bushings.

The steering column is installed on the car body, and a steering mechanism should be installed to absorb the impact energy generated when the car collides.

Many countries stipulate that cars must be equipped with energy-absorbing devices to become safe steering columns.

There are many ways to absorb energy, most of which buffer and absorb energy through the deformation of the steering column.

The Santana safety steering column consists of an upper steering shaft 1 and a lower steering shaft 3, and its schematic diagram is shown in Figure 12.11.

They are connected through a detachable coupling 2 and then connected to the rack and pinion steering gear through a flexible universal joint 4.

When the car encounters a collision, the upper and lower shafts of the safety steering column can automatically disengage to reduce the impact, thereby effectively protecting the driver's safety.

There are several common safety steering column structures, which can not only ensure the safety of the driver through the contraction of its own length, but also absorb impact energy through this contraction.

As shown in Figure 12.

12. The bellows t is shown in Figure 12.

13. It is a double-layer tubular safety steering column structure.

The steering column is divided into upper and lower parts.

The upper steering column is slightly thinner than the lower steering column and can be placed inside the lower steering column.

l, press a steel ball with a plastic spacer between them.

The ring serves as a steel ball cage, and the steel balls are tightly combined with the upper and lower steering columns.

When a collision occurs, the upper and lower pipe strings move axially relative to each other.

During assembly, there is a large excess steel ball between the two, which generates large friction during relative motion to effectively absorb impact energy and play a buffering and protective role.

In addition, the steering shaft and steering gear are connected by two universal joints, known as couplings.

In this way, the direction of the steering shaft can be changed, so that the steering shaft can perform longitudinal telescopic movement to match the buffering movement of the steering column.

Thanks to the coupling, the steering shaft can have different inclination angles, allowing the steering wheel position to be tilted up and down, suitable for drivers of various heights and sizes.

By operating the handle on the underside of the steering column, keep the steering column in a relaxed state, adjust the steering wheel to the appropriate position, and then turn the handle in the opposite direction to fix the steering column in the new position.

At present, some advanced cars have adopted an electric steering wheel tilt adjustment mechanism, and a special electric motor is installed in the steering shaft to change the tilt angle of the steering shaft.

ModelX's latest adjustment mechanism is fully automatic and controlled by a computer.

When the driver removes the ignition key before getting out of the car, the steering wheel will automatically rise to allow the driver to get out of the car smoothly.