DESC:TECHNICAL FIELD
The present disclosure relates to automobile engineering More particularly, the present disclosure relates to a rear axle steering system of a vehicle.
BACKGROUND
Conventional rear axle driving systems have a differential mechanism that transmits power from the engine to the rear wheels, but they typically do not include a mechanism for steering the rear wheels. Instead, steering is facilitated by a separate mechanism that is operatively coupled with the front wheels.
This design has several drawbacks. One of the primary drawbacks is that the design is complex and bulky, which can lead to difficulties in manufacturing and maintenance. The inclusion of multiple mechanisms to facilitate steering and power transmission can make the system difficult to troubleshoot and repair when issues arise.
Another issue is that conventional rear axle driving systems often require high levels of maintenance. This is due in part to the complexity of the design, but it is also due to the fact that the system has multiple components that require regular inspection, cleaning, and lubrication. This can increase the cost of ownership and reduce the overall reliability of the system.
A further drawback is that the conventional rear axle driving systems have limited maneuverability. Because the steering mechanism is coupled only with the front wheels, the system cannot easily facilitate sharp turns or tight maneuvers. This can limit the vehicle's overall performance and may be particularly problematic in certain contexts, such as in off-road or urban environments where maneuverability is critical.
Therefore, there is a need for technology that overcomes these drawbacks, is more compact, requires less maintenance, and provides improved maneuverability.
SUMMARY
In one aspect of the present disclosure, a rear axle driving system is provided.
The rear axle driving system includes a drop arm that is operatively coupled with the steering wheel by way of a steering gear and a bevel gear and adapted to receive an input force provided by the user; and move in a substantially Y-axis based on the input force. The rear axle driving system further includes a first actuator, that includes a first piston rod that is operatively coupled with the drop arm and adapted to receive the input force provided by the user by way of at least one steering linkage of one or more steering linkages. The rear axle driving system includes a second actuator that is coupled with the first actuator by way of one or more hydrostatic means that includes a second piston rod that is positioned in the second actuator such that the second piston rod is adapted to: receive the input force provided by the user; and steer a rear axle based on the input force.
In some aspects of the present disclosure, the rear axle driving system further includes a steering wheel that is adapted to receive the input force provided by the user such that the drop arm moves in a substantially Y-axis based on the input force.
In some aspects of the present disclosure, the rear axle driving system further includes a front axle that is operatively coupled with the drop arm by way of one or more steering linkages, such that the drop arm transmits the received inputs to the front axle such that the front axle moves in a substantial X-axis based on the received input force.
In some aspects of the present disclosure, the rear axle driving system further includes a hydraulic pump operatively coupled with the second actuator, wherein the hydraulic pump is adapted to provide hydraulic fluid to the second actuator to facilitate movement of the second piston rod based on the input force provided by the user.
In some aspects of the present disclosure, the first actuator further includes a first chamber and a fourth chamber, each chamber of the first chamber and the second chamber is operatively coupled with an auxiliary port of steering gear, and a second chamber and a third chamber, each chamber of the second chamber and the third chamber is operatively coupled with an auxiliary port of second actuator.
In some aspects of the present disclosure, the rear axle driving system further includes a control unit that is operatively coupled with the first and second actuators wherein the control unit is adapted to receive input signals indicative of the user's desired direction of travel and translate signals into corresponding movement of the drop arm and second piston rod.
In some aspects of the present disclosure, the rear axle driving system further includes a rear axle that is operatively coupled with the second piston rod by way of one or more drive shafts, such that the rear axle moves in response to the movement of the second piston rod based on the input force provided by the user.
In some aspects of the present disclosure, the one or more steering linkages comprise one or more ball joints that allow for rotational movement of the drop arm relative to the front axle to facilitate turning of the vehicle.
In some aspects of the present disclosure, the rear axle driving system further includes one or more sensors that are operatively coupled with the drop arm, wherein the one or more sensors are adapted to detect the position of the drop arm and provide feedback to the control unit to facilitate precise control of the vehicle's movement.
BRIEF DESCRIPTION OF DRAWINGS
The accompanying drawings, which are incorporated in and constitute a part of this specification, show certain aspects of the subject matter disclosed herein and, together with the description, help explain some of the principles associated with the disclosed implementations. In the drawing,
Figure 1 illustrates a rear axle steering system, in accordance with an aspect of the present disclosure;
Figure 2 illustrates an exemplary first actuator of the rear axle steering system of figure 1, in accordance with an aspect of the present disclosure;
Figure 3 illustrates the second actuator of the rear axle steering system of figure 1, in accordance with an aspect of the present disclosure;
Figure 4 illustrates the compensation valve block of the rear axle steering system of figure 1, in accordance with an aspect of the present disclosure;
Figure 5 illustrates an actuator housing of the rear axle steering system of figure 1, in accordance with an aspect of the present disclosure.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Various embodiments of the disclosure are discussed in detail below. While specific implementations are discussed, it should be understood that this is done for illustration purposes only. A person skilled in the relevant art will recognize that other components and configurations may be used without parting from the spirit and scope of the disclosure. Thus, the following description and drawings are illustrative and are not to be construed as limiting. Numerous specific details are described to provide a thorough understanding of the disclosure. However, in certain instances, known details are not described in order to avoid obscuring the description.
References to one or an embodiment in the present disclosure can be references to the same embodiment or any embodiment; and, such references mean at least one of the embodiments.
Reference to "one embodiment", "an embodiment", “one aspect”, “some aspects”, “an aspect” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others.
The terms used in this specification generally have their ordinary meanings in the art, within the context of the disclosure, and in the specific context where each term is used. Alternative language and synonyms may be used for any one or more of the terms discussed herein, and no special significance should be placed upon whether or not a term is elaborated or discussed herein. In some cases, synonyms for certain terms are provided.
A recital of one or more synonyms does not exclude the use of other synonyms.
The use of examples anywhere in this specification including examples of any terms discussed herein is illustrative only, and is not intended to further limit the scope and meaning of the disclosure or of any example term. Likewise, the disclosure is not limited to various embodiments given in this specification. Without intent to limit the scope of the disclosure, examples of instruments, apparatus, methods and their related results according to the embodiments of the present disclosure are given below. Note that titles or subtitles may be used in the examples for convenience of a reader, which in no way should limit the scope of the disclosure. Unless otherwise defined, technical and scientific terms used herein have the meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. In the case of conflict, the present document, including definitions will control.
Additional features and advantages of the disclosure will be set forth in the description which follows, and in part will be obvious from the description, or can be learned by practice of the herein disclosed principles. The features and advantages of the disclosure can be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims. These and other features of the disclosure will become more fully apparent from the following description and appended claims, or can be learned by the practice of the principles set forth herein.
The term “user” is referred as a person who is operating vehicle or the rear axle steering system 1.
The term “X-axis” and “X direction” are used interchangeably across the context. The term “Y-axis” and “Y direction” are used interchangeably across the context.
As mentioned before, there is a need for technology that overcomes these drawbacks, is more compact, requires less maintenance, and provides improved maneuverability. The present disclosure also provides a rear axle driving system that addresses these issues by providing an integrated steering and power transmission mechanism that is more efficient, easier to maintain, and provides greater manoeuvrability.
The system further comprises a second actuator that is coupled with the first actuator by way of one or more hydrostatic means, wherein the second piston rod is adapted to steer the rear axle based on the input force provided by the user.
Figure 1 illustrates a rear axle steering system 1, in accordance with an aspect of the present disclosure. Herein Figure 1 presents a top view of the rear axle steering system where the X-axis and Y-axis are visible, both teaches horizontal directions associated with the rear axle steering system 1. Further, Z-axis represents vertical directions associated with the rear axle steering system 1.
The rear axle steering system 1 may include a steering gear 2, a drop arm 3, a steering linkage 4, a reservoir 5, a pump 6, a bevel gear 7, a steering wheel 8, a first actuator 9, a first piston rod 10, a second actuator 11, a second piston rod 12, a valce block 13, an accumulator 14, one or more hydrostatic lines 15, one or more hydraulic lines 16, a front axle 17, a rear axle 18, and a drive axle 19.
The steering gear 2 may be operatively coupled with the drop arm 3. The drop arm 3 may be operatively coupled with a wheel actuator of the front axle. In some aspects of the present disclosure, the drop arm 3 may be operatively coupled with a wheel actuator (not marked in figure) of the front axle by way of the steering linkage 4.
The steering gear 2 may be operatively coupled with the steering wheel 8 by way of the bever gear 7. Specifically, the drop arm 3 of the steering gear 2 may be operatively coupled with the steering wheel 8 by way of the bever gear 7. The steering wheel 8 may be adapted to receive input force provided by a user. In some aspects of the present disclosure, the input force may include, but are not limited to, a clockwise input, a counter clockwise input, a lift up input, lift down input, a race acceleration input and the like. Aspects of the present disclosure are intended to include a known, well established, and future developed type of inputs that may be received from the user to drive the rear axle steering system 1 of the present disclosure. In some other aspects of the present disclosure, the steering wheel 8 may include, but are not limited to, rack and pinion steering, a power-assisted rack and pinion steering, a recirculating ball steering, an electric power steering, a toe steering, a camber steering, a caster steering, and the like. Aspects of the present disclosure are intended to include a known, well established, and future developed type of steering wheels.
The steering gear 2 may be operatively coupled with the first actuator 8 by way of at least one hydraulic line of the one or more hydraulic lines 16. The first actuator 8 may be adapted to receive the input force provided by the user by way of the corresponding hydraulic line of the one or more hydraulic lines 16. In some aspects of the present disclosure, the first piston 10 may be positioned inside the first actuator 8. In some other aspects of the present disclosure, the first piston 10 may be adapted to receive the input force provided by the user by way of the corresponding hydraulic line of the one or more hydraulic lines 16 (as shown in dotted lines in Figure 1).
The first actuator 8 may be operatively coupled with the second actuator 11 by way of at least one hydrostatic line of the one or more hydrostatic lines 15. In some aspects of the present disclosure, the second piston 12 may be positioned inside the second actuator 11. In some other aspects of the present disclosure, upon receiving the input force from the first actuator 9, the second actuator may be adapted to move the second piston 12 in a substantially Y-Axis. The second piston 12 may be operatively coupled with a rear axle wheel actuator (not marked) that may be associated with the rear axle 18 and adapted to turn the rear axle 18 based on the input force received from the first actuator 9.
The rear axle steering system 1 may further include a drive axle 19. The drive axle 19 may be adapted to drive the rear axle steering system 1.
In operation, the drop arm 3 of the steering gear 2 may be adapted to receive the input force provided by the user by way of the steering wheel 8. The drop arm 3 may be adapted to trigger the wheel actuator of the front axle by way of the steering linkage 4 based on the input force received from the steering gear. The drop arm 3 may further be adapted to trigger the first piston rod 10 of the first actuator to generate a force associated with one or more hydrostatic lines 15. The generated force in the one or more hydrostatic lines 15 triggers the second actuator 11. The second actuator 11 further triggers the second piston rod 12 to move in a substantially Y- axis. The Y-axis movement of the second piston rod 12 actuates the rear axle wheel actuator such that the rear axle wheel actuator actuates the rear axle.
In an exemplary scenario, when the user applies the input force in a clockwise direction to rotate the vehicle having rear axle steering system 1. The drop arm may receive the input force representing the clockwise direction and may facilitates the wheel actuator to push in reverse X direction. The wheel actuator may be adapted to rotate the front axle that further rotates the vehicle. The second actuator 11 may further receives a reduced input force based on calibration of the vehicle from the first actuator 9. The second actuator 11 may further actuates the second piston in reverse Y direction. The second piston 12 may further actuates the rear axle wheel actuator and rotates the rear axle 18 in a respective direction.
In another exemplary scenario, when the user applies the input force in the counter-clockwise direction to rotate the vehicle having the rear axle steering system 1. The drop arm may receive the input force representing the counter-clockwise direction and may facilitates the wheel actuator to push in forward X-axis. The wheel actuator may be adapted to rotate the front axle that further rotates the vehicle. The second actuator 11 may further receives a reduced input force based on calibration of the vehicle from the first actuator 9. The second actuator 11 may further actuates the second piston in forward Y-axis. The second piston 12 may further actuates the rear axle wheel actuator and rotates the rear axle 18 in a respective direction.
In some aspects of the present disclosure, the rotation of front axle 17 may be greater with respect to the rear axle 18 (of which an exemplary vehicle is depicted in figure 1). In some other aspects of the present disclosure, the rotation of front axle 17 and the rear axle 18 may be based on length of the vehicle.
The reservoir 5 may be positioned in the rear axle steering system 1 and adapted to store a hydraulic means. In some aspects of the present disclosure, the hydraulic means may include, but are not limited to, water, oil, less viscous fluid, more viscous fluid, and the like. Aspects of the present disclosure are intended to include known, well established, and later developed hydraulic means.
The reservoir 5 may be coupled with the one or more hydrostatic lines 15. Such that the hydrostatic lines transmits actuation from one component to another component. (herein component may refers to, at least one of, the steering gear 2, the drop arm 3, the steering linkage 4, the reservoir 5, the pump 6, the bevel gear 7, the steering wheel 8, the first actuator 9, the first piston rod 10, the second actuator 11, the second piston rod 12, the valve block 13, an accumulator 14, the front axle 17, the rear axle 18, and the drive axle 19).
The reservoir 5 may be adapted to transmit the hydraulic means with the one or more hydrostatic lines 15 by way of a pump 6.
The accumulator 14 may be coupled with the second actuator 42. The accumulator 14 may be adapted to receive relief fluid from the one or more hydrostatic lines 15 such that pressure of the hydrostatic lines 15 is balanced.
Figure 2 illustrates an exemplary first actuator 9 of the rear axle steering system 1 of figure 1, in accordance with an aspect of the present disclosure. The reference numeral 9 for first actuator 9 is renumbered as 20 in Figure 2. Further the reference numeral 9 for first actuator 9 is renumbered as 20 in Figure 2.
The first actuator 20 may include a housing 21, the first piston rod 22, a first chamber 23, a second chamber 24, a third chamber 25, and a fourth chamber 26.
The housing 21 may be adapted to enclose the first actuator 9.
The first piston rod 22 may be positioned inside the housing 21. The first piston rod 22 may be adapted to move in a substantial X-axis along a length of the housing.
The first chamber 23 and the fourth chamber 26 may be positioned on a periphery of the first actuator 20. Each chamber of the first chamber 23 and the fourth chamber 26 may be adapted to receive the hydraulic means from the reservoir 5 by way of the steering gear 2. Upon receiving the hydraulic means in the first chamber 23, the first piston 29 may be adapted to move in the forward X-axis. For the purpose of the disclosure, forward X- axis refers to movement of the piston from right side of the housing 21 to a left side of the housing 21. Upon receiving the hydraulic means in the fourth chamber 26, the second piston 30 may be adapted to move in the reverse X-axis. For the purpose of the disclosure, reverse X-axis refers to movement of the piston from the left side of the housing 21 to the right side of the housing 21.
The second chamber 24 and the third chamber 25 may be positioned in middle of the first actuator 20. Each chamber of the second chamber 24 and the third chamber 25 may be adapted to receive a hydrostatic means. In some aspects of the present disclosure, the hydrostatic means may include, but are not limited to, water, oil, less viscous fluid, more viscous fluid, and the like. Aspects of the present disclosure are intended to include known, well established, and later developed hydrostatic means.
Upon the first piston rod 21 moves in the forward X-direction, the first piston rod 21 may pass the hydrostatic means into the second chamber 24. Upon the first piston rod 21 moving in the reverse X-direction, the first piston rod 21 may push the hydrostatic means into the third chamber 24.
The first actuator 20 may further include a first end cover 27, a separator 28, a first piston 29, a second piston 30, a pair of seals 31, a pair of seal adjusters 32, a synchronizer (sync) sleeve 33, one or more springs 34, and one or more retaining rings 35.
The first end cover 27 may be adapted to cover the first actuator 20.
The separator 28 may be positioned in center of the first actuator 20 and adapted barrier the hydrostatic means.
The first piston 29 may be positioned in the first actuator 20 as shown in figure 2. The second piston may be positioned in the first actuator 20 on an alternate side of the first piston 30. Each piston of the first piston and the second piston 29& 30 may be adapted to move the first piston rod 22 in a substantial X- Axis.
Each end of the first piston rod 21 may include at least one seals of the pair of seals 31. The pair of seals 31 prevents leakage of the hydraulic means.
Each end of the first piston rod 21 may include at least one seals adjuster of the pair of seal adjuster 32. The pair of seal adjuster 31 may facilitate to adjust reduction in the second actuator 11. In some aspects of the present disclosure, the pair of seal adjusters 31 may facilitate to adjust a position of each seal of the pair of seals 31.
The sync sleeve 33 may be positioned along length of the first piston rod 21. The sync sleeve 33 may be adapted to synchronize speed of the first position rod 21 before engaging, allowing for smooth shifting without grinding or damaging the first piston rod 21.
The one or more springs 34 may be adapted to move the first piston rod 21 from a moved position to a rest position.
Figure 3 illustrates the second actuator 11 of the rear axle steering system 1 of figure 1, in accordance with an aspect of the present disclosure. The reference numeral 11 for second actuator 11 is renumbered as 36 in Figure 3. Further, the reference numeral 12 for second piston rod 12 is renumbered as 38 in Figure 3.
The second actuator 36 may include an actuator housing 37, the second piston rod 38, a fifth chamber 39, a sixth chamber 40, a seventh chamber 41, and an eighth chamber 42.
The actuator housing 37 may be adapted to enclose the second actuator 36.
The second piston rod 38 may be positioned inside the housing 21. The second piston rod 38 may be adapted to move in a substantial Y-axis along a length of the actuator housing 37.
The fifth chamber 39 and the eighth chamber 42 may be positioned on a periphery of the second actuator 36. Each chamber of the fifth chamber 39 and the eighth chamber 42 may be adapted to receive the hydraulic means from the first actuator 20. Upon receiving the hydraulic means in the fifth chamber 39, the second piston 38 may be adapted to move in the forward Y-axis. For the purpose of the disclosure, forward Y- axis refers to movement of the piston from right side of the actuator housing 37 to a left side of the actuator housing 37. Upon receiving the hydraulic means in the eighth chamber 42, the second piston 30 may be adapted to move in the reverse Y-axis. For the purpose of the disclosure, reverse Y-axis refers to movement of the piston from the left side of the actuator housing 37 to the right side of the actuator housing 37.
The sixth chamber 40 and the seventh chamber 41 may be positioned in middle of the second actuator 36. Each chamber of the sixth chamber 40 and the seventh chamber 41 may be adapted to receive a hydrostatic means. In some aspects of the present disclosure, the hydrostatic means may include, but are not limited to, water, oil, less viscous fluid, more viscous fluid, and the like. Aspects of the present disclosure are intended to include known, well established, and later developed hydrostatic means.
The second actuator 36 may further include a first closing 43, a divider 44, a third piston 45, a fourth piston 46, a stopper 47, a front floating piston 48, a rear floating piston 49, a middle piston 50.
The first closing 43 may be adapted to cover the second actuator 36.
The divider 44 may be positioned in center of the second actuator 36 and adapted barrier the hydrostatic means.
The third piston 45 may be positioned in the second actuator 36 as shown in figure 3. The fourth piston 46 may be positioned in the second actuator 36 on an alternate side of the third piston 45. Each piston of the third piston and the fourth piston 45& 46 may be adapted to move the second piston rod 36 in a substantial Y- Axis.
Figure 4 illustrates the compensation valve block 13 of the rear axle steering system 1 of figure 1, in accordance with an aspect of the present disclosure.
The compensation valve block 13 may include a front relief valve assembly 51, a relief valve plug 52, a pin 53, the accumulator 54, one or more first actuator lines 55,56. The reference numeral 17 for the accumulator is renumbered as 54 in Figure 4.
The compensation valve block 13 may be positioned between the first actuator 9 and the second actuator 11.
The compensation valve block 13 may be coupled with the compensation valve block 13.
The relief valves 51 and the pin 53 may be operatively coupled with the first actuator 9 and the second actuator 11 respectively. The relief valves 51 and the pin 53 may be adapted to relieves the hydrostatic means to an accumulator line associated with the accumulator 54, when pressure associated with the one or more hydrostatic lines 15 exceeds a predefined threshold.
Figure 5 illustrates the actuator housing 37 of the rear axle steering system 1 of figure 1, in accordance with an aspect of the present disclosure.
In some aspects of the present disclosure, the vehicle may include of three axles, in which the power steering gear may be mechanically connected to steerable front axle through the steering linkage and the steerable rear axle may be positioned behind rigid drive axle.
In some aspects of the present disclosure, the synchronizer device in the first actuator or DCV with angle sensor comprises a dwell angle in which there is no rear steer till a certain front steer angle and the front and rear comes to synch, if any misalignment occurs and also to prevent any insignificant steer of rear for small front angles.
In some aspects of the present disclosure, the synchronizer device 33 may be used in the first actuator 9 for initial lag on the rear wheel angle corresponds to certain front wheel angle for high-speed directional stability and improves vehicle safety.
In some aspects of the present disclosure, rear steer ON or OFF state is achieved by syncing of all chambers of the first and second actuators 9, 11 based on the front steer angle and vehicle speed and front steer angle feedback is taken by either of a mechanical synchronizer or an electronic synchronizer.
In some aspects of the present disclosure, the compensation valve block 13 is connected in between the first and the second actuators 9,11 for pressure relief when any chambers exceed the working pressure in the system 1 and it supplies fluid from the accumulator 14 when there are fluid volume changes inside the system 1 due to temperature and the compensation valve block 13 is positioned externally for ease of maintenance and quick change of system max pressure setting.
In some aspects of the present disclosure, the chambers associated with the first actuator 9 and the second actuator 11 are interconnected with each other at straight ahead position.
In some aspects of the present disclosure, the mechanical synchronizer 34 achieves syncing of all hydrostatic chambers based on the spring movement inside the master linear actuator.
In some aspects of the present disclosure, the electronic synchronizer for achieving syncing of all hydrostatic chambers based on DCV actuation by angle sensor output.
In some aspects of the present disclosure, centering chambers tends the rear axle to maintain at a straight ahead position when there is no pressure observed from the second actuator 11.
In some aspects of the present disclosure, the slave actuator may include two separate chambers connected with the accumulator 14 for resisting rear wheel at Straight Ahead Position (SAP) when it's not used, and it achieves reversibility of rear wheel under normal working conditions.
In some aspects of the present disclosure, the fifth and seventh chambers 39, 41 of second actuator 11 provide self-centering of the rear steerable axle 18.
In some aspects of the present disclosure, centering chambers tends the rear axle to maintain at Straight ahead position when there is no pressure observed from the second actuator [11].
In an exemplary scenario, When the rear axle 18 turns in to one direction [say it turns right], the piston rod 12 and the floating piston 48 & 49 moves into right direction accordingly. At this condition, the floating piston 48 remains at same position due to central stopper 47 provided inside the chamber. So, the effective area of the centering chambers 39, 42 gets reduced with increased pressure. This pressure charges the accumulator 14. When the pressure is released from master linear actuator 9, the charged accumulator pressurizes the floating piston 48, 49 to moves the rear axle 18 to its straight-ahead position.
In another exemplary scenario, when the rear axle turns in to other side [say it turns left], the piston rod 12 and the floating piston 48, 49 moves in to left direction accordingly. At this condition, floating piston 49 remains at same position due to central stopper 47 provided inside the chamber. So, the effective area of the centering chamber gets reduced with increased pressure. This pressure charges the accumulator 14. When the pressure is released from master linear actuator 9, the charged accumulator pressurizes the floating piston 48, 49 to moves to its straight-ahead position.
In some aspects of the present disclosure, the pin 53 may be placed in between two relief valves where any of line is always linked with accumulator 14. When there is insufficient hydrostatic means in the system 1 due to leakages or expansion of hoses, the hydrostatic means from accumulator 14 equalizes the insufficient hydrostatic means in the system 1.
Advantages:
• The present disclosure provides rear axle driving system that is efficient and reliable and steers by way of the steering wheel and offers maneuverability, reduced maintenance requirements, and a compact design.
• The present disclosure provides a vehicle steering system to reduce tire wear and increase service life of tire.
• The present disclosure provides a rear axle steering system with reduced tire wear and increased life.
• The present disclosure provides a rear axle steering system with an ease in servicing the parts.
• The present disclosure provides a rear axle steering system shorter turning circle radius of a vehicle.
The implementation set forth in the foregoing description do not represent all implementations consistent with the subject matter described herein. Instead, they are merely some examples consistent with aspects related to the described subject matter. Although a few variations have been described in detain above, other modifications or additions are possible. In particular, further features and/or variations can be provided in addition to those set forth herein. For example, the implementation described can be directed to various combinations and sub combinations of the disclosed features and/or combinations and sub combinations of the several further features disclosed above. In addition, the logic flows depicted in the accompany figures and/or described herein do not necessarily require the particular order shown, or sequential order, to achieve desirable results. Other implementations may be within the scope of the following claims. ,CLAIMS:I/We claim:
1. A rear axle driving system (1) comprising:
a drop arm (3) that is operatively coupled with the steering wheel by way of a steering gear (2) and a bevel gear (7), and adapted to:
(i) receive an input force provided by the user; and
(ii) move in a substantially Y-axis based on the input force;
a first actuator (9), comprising:
a first piston rod (10) that is operatively coupled with the drop arm (3) and adapted to receive the input force provided by the user by way of at least one steering linkage of one or more steering linkages (4);
a second actuator (11) that is coupled with the first actuator (9) by way of one or more hydrostatic means (15), comprising:
a second piston rod (12) that is positioned in the second actuator (11) such that the second piston rod (12) is adapted to:
(i) receive the input force provided by the user; and
(ii) steer a rear axle (18) based on the input force.

2. The rear axle driving system (1) as claimed in claim 1, further comprising a steering wheel (1) that is adapted to receive the input force provided by the user such that the drop arm (3) moves in a substantially Y-axis based on the input force.

3. The rear axle driving system (1) as claimed in claim , further comprising a front axle (17) that is operatively coupled with the drop arm (3) by way of one or more steering linkages (4), such that the drop arm (3) transmits the received inputs to the front axle (17) such that the front axle (17) moves in a substantial X-axis based on the received input force.

4. The rear axle driving system (1) as claimed in claim 1, further comprising a hydraulic pump (6) operatively coupled with the second actuator (11), wherein the hydraulic pump (5) is adapted to provide hydraulic fluid to the second actuator (11) to facilitate movement of the second piston rod (12) based on the input force provided by the user.

5. The rear axle driving system (1) as claimed in claim 1, wherein the first actuator (9) further comprising:
a first chamber (23) and a fourth chamber (26), each chamber of the first chamber and the second chamber (23, 26) is operatively coupled with an auxiliary port of steering gear (2); and
a second chamber (24) and a third chamber (25), each chamber of the second chamber and the third chamber (24, 25) is operatively coupled with an auxiliary port of second actuator (11).

6. The rear axle driving system (1) as claimed in claim 1, further comprising a control unit that is operatively coupled with the first and second actuators (9, 11), wherein the control unit is adapted to receive input signals indicative of the user's desired direction of travel and translate signals into corresponding movement of the drop arm (3) and second piston rod (12).

7. The rear axle driving system (1) as claimed in claim 1, further comprising a rear axle (18) that is operatively coupled with the second piston rod (12) by way of one or more drive shafts, such that the rear axle (18) moves in response to the movement of the second piston rod (12) based on the input force provided by the user.

8. The rear axle driving system (1) as claimed in claim 1, wherein the one or more steering linkages (4) comprise one or more ball joints that allow for rotational movement of the drop arm (3) relative to the front axle (17) to facilitate turning of the vehicle.

9. The rear axle driving system (1) as claimed in claim 1, further comprising one or more sensors that are operatively coupled with the drop arm (3), wherein the one or more sensors are adapted to detect the position of the drop arm (3) and provide feedback to the control unit to facilitate precise control of the vehicle's movement.