A safety power steering device and EPS control system

Abstract

The application discloses a safe steering assisting device and an EPS control system, and relates to the field of automobile steering assisting devices.The safe steering assisting device comprises a torque component, a lower protective cover, a shaft cavity arranged in the lower protective cover, a steering cavity and an assisting cavity arranged on the shaft cavity tube diameter, a steering shaft rotatably connected in the shaft cavity, an oil guide element arranged in the steering cavity and sleeved on the steering shaft, and an exhaust component arranged at the bottom of the oil guide element.The safe steering assisting device further comprises a conduction component, a vehicle axle shaft, convex teeth arranged on the vehicle axle shaft, and a protective tube sleeved on the convex teeth.The safe steering assisting device further comprises a sensing system, a fault detection module arranged at the top of a damping block, a torque sensor sleeved at the end of a double connecting rod, and a vehicle speed sensor sleeved at the side end of the vehicle axle shaft.The safe steering assisting device ensures the stability and safety of the steering assisting process and avoids the inaccuracy of the assisting force caused by internal structure problems.The EPS control system improves the steering assisting characteristics of the automobile, thereby improving the portability and safety of the automobile.

Description

Technical Field

[0001] This invention relates to the field of automotive power steering, and in particular to a safe power steering device and EPS control system. Background Technology

[0002] With the continuous development of automotive technology, the power steering system of vehicles has also undergone great changes, from the initial traditional hydraulic power steering to electro-hydraulic power steering, and now to the electric power steering system (EPS). The principle of most common electric power steering systems is to calculate the target assist torque by detecting steering wheel torque and vehicle speed, and then calculate and control the target voltage of the motor based on the target assist torque to produce the power steering effect. In this process, it is first necessary to avoid the problems of excessive internal air pressure and oil leakage that often occur in power steering systems at the limit torque, otherwise it will interfere with the power assist calculation process and torque calculation data. Secondly, when the sensor malfunctions during operation, it will obtain incorrect steering wheel torque and vehicle speed data, which will result in incorrect steering assist torque. When the fault detection module in the power steering system detects a sensor malfunction, it will stop the power steering operation. However, if the sensor malfunction is a minor factor, it is not necessary to stop the power steering function. But stopping the power steering function would cause unnecessary accident hazards. Therefore, it is necessary to design a device in the steering system that can avoid excessive air pressure and oil leakage when the steering wheel is turned to its maximum range and at the limit torque. Secondly, it is necessary to design an auxiliary system that can flexibly determine whether to stop the power steering function based on the sensor malfunction factor. Summary of the Invention

[0003] The purpose of this section is to outline some aspects of the embodiments of the present invention and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section, as well as in the abstract and title of the present application, to avoid obscuring the purpose of this section, the abstract and title of the invention. Such simplifications or omissions shall not be used to limit the scope of the present invention.

[0004] In view of the problems existing in the above and / or prior art, such as the need to avoid excessive internal air pressure and oil leakage in the power steering system under extreme torque, which often occurs during power steering, otherwise it will interfere with the power steering calculation process and torque calculation data, this invention is proposed.

[0005] Therefore, the technical problem to be solved by the present invention is to design a device within a steering system that can avoid excessive air pressure and oil leakage when the steering wheel is turned to its maximum range and under the limit torque.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a safe power steering device, comprising a torque component, including a lower cover, wherein a shaft cavity is provided inside the lower cover, and a steering cavity and a power steering cavity are further provided on the shaft cavity tube diameter, a steering shaft is rotatably connected inside the shaft cavity, an oil guide component is sleeved on the steering shaft and placed inside the steering cavity, and an exhaust component is provided at the bottom of the oil guide component;

[0007] The transmission assembly includes an inner axle of a vehicle axle, the inner axle of which is provided with teeth, and the teeth are covered with a protective tube.

[0008] As a preferred embodiment of the safety steering assist device of the present invention, the steering shaft is provided with a shock absorber block, a half gear is provided on one side wall of the shock absorber block near the oil guide member, and a gear tooth is provided on the inner side wall of the bottom of the oil guide member, and the half gear meshes with the gear tooth.

[0009] In a preferred embodiment of the safety steering assist device of the present invention, the bottom surface of the oil guide is a curved surface, the exhaust assembly is disposed between the steering cavity and the assist cavity, and the exhaust assembly is passed through by the steering shaft.

[0010] As a preferred embodiment of the safety steering assist device of the present invention, the exhaust assembly includes a housing fixedly connected to the oil guide member, a bearing platform threadedly connected to the bottom of the housing, a sheet metal part and an L-shaped part symmetrically provided on the top of the bearing platform, and a beveled edge provided on the sheet metal part.

[0011] As a preferred embodiment of the safety steering assist device of the present invention, the steering shaft inside the housing is provided with a deceleration groove, the inner wall of the housing is provided with a directional tube, and a friction element is elastically connected inside the directional tube;

[0012] The friction element is arc-shaped, and a fixed plate is symmetrically slidably connected to the side of the friction element near the steering shaft. A deceleration spring is provided between the fixed plates.

[0013] As a preferred embodiment of the safety steering assist device of the present invention, wherein: the L-shaped component is elastically connected to a vent valve pipe, and the vent valve pipe is provided with an air hole;

[0014] The top of the outer shell is provided with arc grooves on both sides, and the arc grooves are provided with bevels in the middle, through which the vent valve pipe can pass through the arc grooves from the bevels.

[0015] The inclined side can push the friction element to move horizontally toward the deceleration groove.

[0016] As a preferred embodiment of the safety steering assist device of the present invention, wherein: the lower guard is symmetrically provided with L-shaped grooves and venting grooves;

[0017] The venting groove has a slot at one end near the exhaust assembly, and a sealing member is elastically connected in the slot. The sealing member has a recess on the side near the exhaust assembly, and the venting valve pipe can contact the recess.

[0018] An L-shaped unlocking rod is elastically connected inside the L-shaped groove. A through hole is provided between the L-shaped groove and the venting groove. The through hole is coaxial with the groove hole. An unlocking block is provided at the bottom of the end of the L-shaped unlocking rod. A frustum-shaped inclined surface is provided on the unlocking block. The frustum-shaped inclined surface can contact the end of the venting valve pipe.

[0019] As a preferred embodiment of the safety steering assist device of the present invention, a gear is sleeved on the steering shaft, a drive motor is provided in the assist cavity, an assist rod is provided at the output end of the drive motor, and the assist rod is meshed with the gear;

[0020] The steering shaft passes through the shaft cavity and is fixedly connected to a steering wheel at one end, and is movably connected to a double connecting rod at the other end. The double connecting rod is provided with a threaded head at the end near the transmission component, and the threaded head is engaged with the convex tooth.

[0021] The protective tube can be sleeved on the threaded head, and both ends of the inner axle of the axle are provided with wheel axle rods.

[0022] The beneficial effects of this invention are: it ensures the stability and safety of the power steering process and avoids inaccurate power steering force caused by internal structural problems.

[0023] Given that a sensor malfunction can lead to incorrect steering wheel torque and vehicle speed data, resulting in incorrect steering assist torque, the power steering system's fault detection module will stop assisting the steering wheel when it detects a sensor malfunction. However, if the sensor malfunction is a minor factor and there is no need to stop the steering assist function, this could pose an unnecessary safety hazard to the driver.

[0024] Therefore, the technical problem to be solved by the present invention is to design an auxiliary system that can flexibly determine whether to stop the power steering function based on sensor malfunction factors.

[0025] To solve the above-mentioned technical problems, the present invention also provides the following technical solution: an EPS control system, including the aforementioned safe steering assist device, and a sensing system, including a fault detection module on the top of the shock absorber, a torque sensor sleeved on the end of the double connecting rod, and a vehicle speed sensor sleeved on the inner axle side of the axle.

[0026] As a preferred embodiment of the EPS control system of the present invention, the fault detection module stores normal mode parameters and abnormal mode parameters, and the vehicle speed sensor stores a set value.

[0027] The fault detection module is connected to the torque sensor and the vehicle speed sensor. The torque sensor is connected to the drive motor. The fault detection module performs status detection based on sensor data. The status detection includes...

[0028] Normal state: The fault detection module does not detect any fault, and the normal mode parameters are sent to the torque sensor to calculate the data, and the target assist torque data is sent to the drive motor.

[0029] First abnormal state: The fault detection module detects a sensor fault, the vehicle speed sensor data is lower than the set value, the abnormal mode parameter is sent to the torque sensor to calculate the data, and the target assist torque data is sent to the drive motor.

[0030] Second abnormal state: The fault detection module detects a sensor fault, the vehicle speed sensor data is higher than the set value, and the torque sensor stops working.

[0031] The beneficial effects of this invention are: improved steering assist characteristics of automobiles, thereby enhancing the ease of use and safety of automobiles. Attached Figure Description

[0032] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0033] Figure 1 A schematic diagram of the structure of a safety steering assist device and EPS control system according to an embodiment of the present invention;

[0034] Figure 2 A cross-sectional view of a safety steering assist device and EPS control system according to an embodiment of the present invention;

[0035] Figure 3 A schematic diagram of the torque component structure in a safety steering assist device according to an embodiment of the present invention;

[0036] Figure 4 This is a partial structural detail diagram of the exhaust assembly and lower guard in a safety steering assist device according to an embodiment of the present invention;

[0037] Figure 5 A schematic diagram of the exhaust flow channel structure in a safety power steering device according to an embodiment of the present invention;

[0038] Figure 6 This is a schematic diagram of the exhaust assembly structure in a safety steering assist device according to an embodiment of the present invention.

[0039] Figure 7 This is a cross-sectional view of the exhaust assembly in a safety steering assist device according to an embodiment of the present invention.

[0040] Figure 8 This is a schematic diagram of the transmission component structure in a safety steering assist device according to an embodiment of the present invention.

[0041] Figure 9 This is a schematic diagram of the flow logic of an EPS control system according to an embodiment of the present invention.

[0042] In the diagram: Torque assembly 100; Steering wheel 105; Lower guard 101; Shaft cavity 101a; Steering cavity 101b; Power steering cavity 101c; Steering shaft 102; Oil guide 103; Exhaust assembly 200; Transmission assembly 300; Axle inner shaft 301; Convex tooth 301a; Protective pipe 302; Shock absorber 102a; Half gear 102a-1; Gear tooth 103a; Housing 201; Double connecting rod 106; Bearing base 202; Sheet metal part 202a; L-shaped part 202b; Bevel 202a-1; Reduction groove 102b; Directional tube 201a; Friction part 203; Fixing plate 203a; Deceleration spring 203a-1; Vent valve pipe 202b-1; Air hole 202b-2; Arc groove 201b; Bevel 201b-1; Groove 101d; Vent groove 101e; Hole 101e-1; Sealing part 101e-; Recess 101e-3; L-shaped unlocking rod 101d-1; Through hole 101f; Unlocking block 101d-2; Frustum inclined surface 101d-3; Gear 102c; Drive motor 104; Assist rod 104a; Threaded head 106a; Wheel axle rod 301b; Sensing system 400; Fault detection module 401; Torque sensor 402; Vehicle speed sensor 403; Normal mode parameter 401a; Abnormal mode parameter 401b; Set value 403a; Obtain target assist torque data 404. Detailed Implementation

[0043] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0044] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0045] Secondly, the present invention will be described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure will be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0046] Furthermore, the term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places throughout this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that mutually excludes other embodiments.

[0047] Example 1

[0048] Reference Figure 1 This embodiment provides a safe power steering device and EPS control system, including a torque component 100. The torque component 100 is tightly connected to the steering wheel 105 in the entire power steering system and is also the load-bearing part of the transmission mechanism involved in the power steering. It includes a lower cover 101, which is the protective shell of the entire steering shaft of the steering wheel 105. The lower cover 101 has a shaft cavity 101a. The shaft cavity 101a also has a steering cavity 101b and a power steering cavity 101c. The shaft cavity 101a starts from the center of the lower cover 101 and is a cylindrical hole space that runs vertically through the entire lower cover 101. The steering cavity 101b is located near the beginning of the shaft cavity 101a and is a larger cylindrical hole space with the shaft cavity 101a as the axis. The power steering cavity 101c is located near the beginning of the shaft cavity 101a. The outlet of the near-shaft cavity 101a is an irregular space formed on one side of the shaft cavity 101a. Both are connected to the shaft cavity 101a. The steering shaft 102 is rotatably connected inside the shaft cavity 101a. The steering shaft 102 is the control main shaft of the steering wheel 105 in the vehicle. The steering shaft 102 is fitted with an oil guide 103 placed inside the steering cavity 101b. The outer wall of the entire oil guide 103 is attached to the inner wall of the steering cavity 101b. The oil guide 103 rotates coaxially with the steering shaft 102. The bottom of the oil guide 103 is provided with an exhaust assembly 200. The exhaust assembly 200 is equivalent to the outlet of the oil guide 103 in the entire steering cavity 101b. It is responsible for transporting the leaked oil to the subsequent components for secondary use. It is also responsible for the smooth discharge of internal air pressure when the entire power steering system is in the extreme torque working state.

[0049] Furthermore, the transmission component 300 is mainly responsible for transmitting the power assist effect to the wheels. This includes the inner axle 301, which is the connecting shaft between the two wheels. The inner axle 301 is provided with a tooth 301a, which is fixed at a certain angle at the top of the inner axle 301. The tooth 301a is covered with a protective tube 302, which is mainly responsible for protecting the tooth 301a.

[0050] Furthermore, a damping block 102a is provided on the steering shaft 102. The damping block 102a is a common device in the entire steering wheel 105 connection system, which helps to enhance the control experience and stability of the steering wheel 105. It is usually divided into upper and lower parts. In our technology, the damping block 102a has a half gear 102a-1 on the side wall near the oil guide 103 in the upper part. The half gear 102a-1 mainly plays a transmission role. The inner side wall of the bottom of the oil guide 103 is provided with gear teeth 103a. The half gear 102a-1 and the gear teeth With 103a engaged, the oil guide 103 rotates coaxially while the steering shaft 102 rotates. However, the gears have a certain transmission relationship of the secondary gear radius, which means that the two do not rotate at the same angular velocity. The angular velocity of the oil guide 103 is set to be lower than that of the steering shaft 102. In other words, when the driver turns the steering wheel 105, the rotation amplitude will be reduced in the rotation of the oil guide 103 by the action of the half gear 102a-1 and the secondary gear inside the gear 103a.

[0051] In detail, based on the characteristics of the aforementioned oil guide 103, it can be determined that the oil guide 103 is cylindrical in shape, and its outer wall is composed of four arcs with a scraping function. The steering shaft 102 passes through its interior, and the shock absorber 102a is located inside. The bottom surface of the oil guide 103 is a curved surface. This is because oil leakage or seepage at the top of the steering wheel 105 or the inner wall of the lower guard 101 will be scraped and guided to the oil guide 103 during driving as it rotates. The inwardly concave curved surface drains the oil into the exhaust assembly 200. The inner wall of the exhaust assembly 200 has a space specifically designed for oil drainage. The oil flows into the housing 201 of the exhaust assembly 200 and is then discharged to the lower double linkage 106 section, where the oil is reused. Throughout the process, the transmission parts of the oil guide 103 are also lubricated, achieving direct oil collection and recycling at the source of oil leakage in the entire power steering system.

[0052] In detail, the exhaust assembly 200 is located in the shaft cavity 101a part between the steering cavity 101b and the power assist cavity 101c, which is the bottom of the entire oil guide 103, and is also passed through by the steering shaft 102.

[0053] Example 2

[0054] Reference Figure 5 This is the second embodiment of the present invention. This embodiment is based on the previous embodiment, but differs from the previous embodiment in that: the exhaust assembly 200 includes a housing 201 fixedly connected to the oil guide 103. The housing 201 is also responsible for draining engine oil. A bearing platform 202 is threadedly connected to the bottom of the housing 201. As an assembly fixedly connected to the oil guide 103, the housing 201 will also rotate with the rotation of the oil guide 103. During driving, the bearing platform 202 will naturally rotate with the rotation of the housing 201. At the same time, the bottom thread inside the housing 201 is a bidirectional thread, and the rotation trajectory of the bearing platform 202 has a fixed rotation cycle in both directions, which is consistent with the operating direction range of the steering wheel 105. The threaded connection movement range of the bearing platform 202 is also consistent with the operating rotation range of the steering wheel 105. The top of the bearing platform 202 is symmetrically provided with sheet metal parts 202a and L-shaped parts 202b. The sheet metal parts 202a are provided with beveled edges 202a-1. These components are all present in the housing 201 as part of the exhaust function.

[0055] Furthermore, the steering shaft 102 inside the outer casing 201 is provided with a deceleration groove 102b. The deceleration groove 102b is a groove that is circumferentially arranged on the outer wall of the outer casing 201. Its interior is an arc surface with a certain friction force. The inner wall of the outer casing 201 is provided with a directional tube 201a. The directional tube 201a is a pipe for fixing the movement direction of the friction component 203. The friction component 203 is elastically connected to the directional tube 201a through an internal spring. The friction component 203 is a U-shaped sheet metal part. One side of its arc surface is provided with a slide rail for the fixing plate 203a to move on this arc surface.

[0056] In detail, the friction component 203 is a cylindrical body with an arc. A fixed plate 203a is symmetrically slidably connected to the side of the friction component 203 near the steering shaft 102. The fixed plate 203a makes curved surface displacement within a certain range on the friction component 203. A deceleration spring 203a-1 is provided between the fixed plates 203a. The function of the deceleration spring 203a-1 is to allow the fixed plate 203a to receive a rebound force when it is subjected to force and tends to move towards the opposite direction, and to have a reset effect after the force is applied.

[0057] In detail, the L-shaped component 202b has an elastic connection to a vent valve pipe 202b-1. The main function of the L-shaped component 202b is the same as that of the directional pipe 201a, providing a directional movement channel for the vent valve pipe 202b-1. The vent valve pipe 202b-1 is mainly responsible for discharging the accumulated gas in the entire power steering system chamber in an appropriate amount under torque limit conditions, so as to ensure that the device transmission and data measurement are not affected by excessively high closed air pressure in the chamber. The vent valve pipe 202b-1 is provided with an air hole 202b-2, which is an internally valved air hole. When the internal pressure is too high, the air hole valve will be opened actively to complete the venting.

[0058] In detail, the top of the outer shell 201 is provided with arc grooves 201b on both sides. The arc grooves 201b are opened at the top position of the outer shell 201. The two arc grooves 201b are symmetrically arranged. The middle of the arc grooves 201b is provided with a bevel 201b-1. The bevel 201b-1 has a certain inclination and diameter, which can ensure the stability of the force on the vent valve pipe 202b-1 at the bevel 201b-1. The vent valve pipe 202b-1 can pass through the arc grooves 201b from the bevel 201b-1.

[0059] In detail, the inclined side 202a-1 and the sheet metal part 202a are rod-shaped geometric bodies symmetrically fixed on the bearing platform 202. While maintaining the stability of the shape, both sheet metal parts 202a have an inclined side 202a-1 on the side facing the middle, which is a smooth connecting rod with an inclined angle. During driving, the bearing platform 202 will move vertically according to the steering wheel 105. If the steering wheel 105 is turned to the limit, this will cause the sheet metal part 202a to move upward. The inclined side 202a-1 will push the friction part 203 to move horizontally towards the middle, that is, to move horizontally towards the deceleration groove 102b, until the friction part 203 contacts the deceleration groove 102b in the middle, which will generate a large friction force to ensure that the steering wheel 105 is not excessively twisted by the driver. At the same time, it also has a braking effect on the steering shaft 102 to prevent the steering wheel 105 from losing control or being damaged.

[0060] Furthermore, the lower cover 101 is symmetrically provided with an L-shaped groove 101d and a venting groove 101e. The L-shaped groove starts from the top of the entire lower cover 101 and is symmetrically arranged on the periphery of the steering cavity 101b. The venting groove 101e is symmetrically arranged on the lower side of the L-shaped groove 101d, maintaining a short distance from it. The venting groove 101e opens the entire lower cover 101 to the outside air.

[0061] Furthermore, the venting groove 101e has a slot 101e-1 at one end near the exhaust assembly 200, which is the horizontal groove part of the L-shaped groove 101d. The end of the slot 101e-1 is parallel to the arc groove 201b on the outer shell 201, and the two have the same diameter. A sealing member 101e-2 is elastically connected inside the slot 101e-1. In the default state, the sealing member 101e-2 is pushed against the end of the entire L-shaped groove 101d by the spring inside the slot 101e-1 to ensure the sealing member 101e-2. It can completely isolate the outside world. On the cylindrical shape of the sealing component 101e-2, there is a recess 101e-3 on the side near the exhaust component 200. This recess 101e-3 can ensure that the vent valve pipe 202b-1 can contact the recess 101e-3 and press the sealing component 101e-2 back into the slot 101e-1. At this time, the vent valve pipe 202b-1 replaces the sealing component 101e-2 and is located inside the L-shaped groove. When it senses that the pressure difference between the inside and outside is too large, it will automatically open the air valve to discharge the internal gas and complete the venting.

[0062] Furthermore, an L-shaped unlocking rod 101d-1 is elastically connected inside the L-shaped groove 101d. The L-shaped unlocking rod 101d-1 is completely built into the L-shaped groove and fits against its inner wall. The bottom of the L-shaped unlocking rod 101d-1 is connected to a spring inside the L-shaped groove 101d, thereby achieving the effect of elastic reset. A through hole 101f is opened between the bottom of the L-shaped groove 101d and the venting groove 101e. This through hole 101f is coaxial with the groove hole 101e-1. An unlocking block 101d-2 is provided at the bottom of the end of the L-shaped unlocking rod 101d-1. The unlocking block 101d-2 is located inside the through hole 101f when stationary and will not affect the venting groove 101e. The L-shaped unlocking rod 101d-1 can be moved by the driver pressing the external switch part, and then the unlocking block 101d-2 can be moved to push it out of the through hole 101f and into the venting groove 101e.

[0063] The unlocking block 101d-2 is provided with a frustum inclined surface 101d-3, which can contact the end of the vent valve pipe 202b-1, thereby pushing the vent valve pipe 202b-1 back from the bevel 201b-1.

[0064] In other words, the cooperation between the entire L-shaped groove 101d and the vent groove 101e is used to force the vent valve pipe 202b-1 back into the exhaust assembly 200. This is because, under torque limits, if a malfunction occurs and the vehicle speed is high, the power steering system will stop working, and the steering wheel 105 will be turned to its limit or even more by the driver. First, the friction part 203 and the protruding, locked vent valve pipe 202b-1 can prevent the steering wheel 105 from being over-twisted and affecting driving safety. Second, when the vehicle speed is high and the ride is bumpy, the air pressure inside the entire exhaust assembly 200 is too high, or the sheet metal part 202a is damaged, the vent valve pipe 202b-1 may be stuck inside the vent groove 101e, which will cause steering obstruction. The driver can quickly press the L-shaped unlocking lever 101d-1 to allow the unlocking block 101d-2 to manually retract the vent valve pipe 202b-1 and confirm that there is a problem with the exhaust assembly 200 inside the vehicle, which needs to be repaired.

[0065] Example 3

[0066] Reference Figure 5 This is the third embodiment of the present invention. This embodiment is based on the previous embodiment, and differs from the previous embodiment in that: a gear 102c is sleeved on the steering shaft 102. Here, the gear 102c is set in the power assist cavity 101c. The power assist cavity 101c is equipped with a drive motor 104. The drive motor 104 is the main power source for power assist and needs to be combined with other system components to output the target power assist torque to help the driver turn the steering wheel 105. The output end of the drive motor 104 is equipped with a power assist rod 104a. The power assist rod 104a is used as an output tool to mesh with the gear 102c to complete the power assist conversion.

[0067] Furthermore, the steering shaft 102 passes through the shaft cavity 101a and is fixedly connected to the steering wheel 105 at one end, and is movably connected to the double linkage 106 at the other end. The double linkage 106 is a set of linkage mechanisms that can rotate on multiple axes. Its structure is mostly used in the conversion of steering torque in automobiles. The double linkage 106 is provided with a threaded head 106a at the end near the transmission component 300. The threaded head 106a is engaged with the tooth 301a to achieve the final effect of the steering wheel controlling the direction of the wheel.

[0068] In detail, the protective tube 302 can be sleeved on the threaded head 106a to protect the connection between the threaded head 106a and the tooth 301a. Both ends of the inner axle 301 of the axle are provided with wheel axle rods 301b, which are used to fix the wheels.

[0069] Example 4

[0070] Reference Figure 5This is the fourth embodiment of the present invention. This embodiment provides an EPS control system, which is based on the previous embodiment, but differs from the previous embodiment in that:

[0071] The sensing system 400 is mainly responsible for various components related to the entire EPS control system, including the fault detection module 401 on the top of the shock absorber 102a, the torque sensor 402 sleeved on the end of the double connecting rod 106, and the vehicle speed sensor 403 sleeved on the side of the inner axle 301 of the axle.

[0072] The fault detection module 401 is located inside the steering cavity 101b, while most of the other components are located within the transmission assembly 300.

[0073] In detail, the fault detection module 401 has built-in normal mode parameters 401a and abnormal mode parameters 401b, and the vehicle speed sensor 403 has built-in set value 403a. The so-called normal mode parameter 401a is a set value that is required to provide the target power steering when the vehicle is in a normal state and no problems are detected. The set value 403a is an intermediate value obtained by the vehicle speed sensor 403. If the current vehicle speed is higher than the set value 403a, it means that the current vehicle speed exceeds the normal operating range, and the vehicle may have suffered significant internal damage. It is necessary to stop the power steering function and stop the vehicle for inspection. If the current vehicle speed is lower than the set value 403a, it means that the current vehicle speed is within the normal operating range. Even if the fault detection module 401 detects a sensor fault, it will not affect normal driving, and the power steering function can be continued to avoid affecting the driver's operating accuracy.

[0074] Importantly, the fault detection module 401 is connected to the torque sensor 402 and the vehicle speed sensor 403. The vehicle speed and the steering wheel torque have a significant impact on the final output target assist value. Especially when it is necessary to classify and process the detected faults, the data of these two sensors will be used as the basis to ensure that the final output value of the drive motor 104 is stable and correct. The torque sensor 402 naturally needs to be connected to the drive motor 104 to ensure the output target assist. The fault detection module 401 performs status detection through sensor data.

[0075] Extended, the fault detection module detects the following fault factors: a large difference between the output value and the actual value of the torque sensor; abnormal fluctuations in the detected value of the current sensor; abnormal fluctuations in the motor drive system; and damage to the power supply line to the motor or the internal wiring of the motor. Any of these issues will cause the fault detection module to issue a fault signal and transmit it to the torque sensor 402. The vehicle speed sensor acts as an additional parameter, used to distinguish the fault signal, thereby selecting the correct target torque signal to calculate and transmit to the torque sensor 402, or directly issuing a stop signal to the drive motor 104 to cancel the power steering.

[0076] The state detection results are divided into the following categories:

[0077] Normal state: The fault detection module 401 does not detect any fault. During the driving process, the fault detection module 401 sends the normal mode parameter 401a to the torque sensor 402 to calculate the data, obtain the target assist torque data 404, and then sends it to the drive motor 104. The drive motor 104 rotates the assist rod 104a according to the obtained data, giving the steering shaft 102 a certain auxiliary speed to help the driver operate the steering wheel 105.

[0078] First abnormal state: The fault detection module 401 detects a sensor fault. If the data of the vehicle speed sensor 403 is lower than the set value 403a, the fault detection module 401 sends the abnormal mode parameter 401b to the torque sensor 402 to calculate the data, obtain the target assist torque data 404 and send it to the drive motor 104. The drive motor 104 rotates the assist rod 104a according to the obtained data, giving the steering shaft 102 a certain auxiliary speed to help the driver operate the steering wheel 105.

[0079] Second abnormal state: The fault detection module 401 detects a sensor fault. The data of the vehicle speed sensor 403 is higher than the set value 403a. This means that the vehicle speed is too high and it is not suitable to provide steering assistance. The detection module 401 receives both the warning from the vehicle speed sensor 403 and the fault signal, and directly sends a stop signal to the torque sensor 402.

[0080] By analyzing the results of these three states, the system determines whether the vehicle should provide the correct target power steering torque or not. The detection of fault factors, combined with the vehicle speed, avoids situations where the control device directly stops controlling the electric power steering system when the fault factor is a minor issue. Building upon basic power steering, optimization of internal components and transmission enhancement are added, resulting in precise steering, a natural and smooth driving feel, reduced potential damage to internal components, and more flexible and diverse problem-solving methods. This ensures easy steering at low speeds and stable and safe driving at high speeds, while also minimizing damage from steering wheel vibration or excessive driver torsion.

[0081] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., changes in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application). For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise altered, and the nature or number or position of discrete elements may be changed or altered. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0082] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features that are not relevant to the currently considered best mode for carrying out the invention, or those features that are not relevant to implementing the invention) may be omitted.

[0083] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0084] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A safety steering assist device, characterized by: Including, Torque assembly (100), including lower guard (101), the shaft cavity (101a) is arranged in the lower guard (101), the shaft cavity (101a) is provided with steering cavity (101b) and power cavity (101c) on pipe diameter, steering shaft (102) is rotatably connected in the shaft cavity (101a), the steering shaft (102) is provided with oil guide (103) and is placed in the steering cavity (101b), the oil guide (103) bottom is provided with exhaust assembly (200); Conduction assembly (300), including axle shaft (301), the axle shaft (301) is provided with convex tooth (301a), the convex tooth (301a) is provided with protection tube (302); The bottom surface of the oil guide (103) is a curved sliding surface, the exhaust assembly (200) is arranged between the steering cavity (101b) and the power cavity (101c), and the exhaust assembly (200) is penetrated by the steering shaft (102); The exhaust assembly (200) includes an outer shell (201) fixedly connected with the oil guide (103), a bearing table (202) threadedly connected to the inner bottom of the outer shell (201), and a sheet metal piece (202a) and an L-shaped piece (202b) symmetrically arranged on the top of the bearing table (202), wherein the sheet metal piece (202a) is provided with a bevel (202a-1); The steering shaft (102) in the outer shell (201) is provided with a deceleration groove (102b), and the inner wall of the outer shell (201) is provided with a directional pipe (201a), wherein the directional pipe (201a) is elastically connected with a friction piece (203); The friction piece (203) is arc-shaped, and the friction piece (203) is symmetrically and slidingly connected with a fixed plate (203a) on the side close to the steering shaft (102), and the fixed plate (203a) is provided with a speed reduction spring (203a-1) therebetween; The L-shaped piece (202b) is elastically connected with a gas discharge valve pipe (202b-1), and the gas discharge valve pipe (202b-1) is provided with a gas hole (202b-2); The outer shell (201) is provided with an arc slot (201b) on both sides of the top end, and a bevel groove (201b-1) is arranged in the middle of the arc slot (201b), and the gas discharge valve pipe (202b-1) can pass through the arc slot (201b) from the bevel groove (201b-1); The bevel (202a-1) can horizontally move the friction piece (203) to the deceleration groove (102b); The lower guard (101) is symmetrically provided with an L-shaped groove (101d) and a gas discharge groove (101e); The gas discharge groove (101e) is provided with a slot hole (101e-1) at one end close to the exhaust assembly (200), the slot hole (101e-1) is elastically connected with a blocking piece (101e-2), the blocking piece (101e-2) is provided with a recess (101e-3) on the side close to the exhaust assembly (200), and the gas discharge valve pipe (202b-1) can contact the recess (101e-3). The L-shaped slot (101d) is elastically connected with an L-shaped unlocking rod (101d-1), a through hole (101f) is arranged between the L-shaped slot (101d) and the air-venting groove (101e), the through hole (101f) is coaxial with the groove hole (101e-1), an unlocking block (101d-2) is arranged at the bottom end of the L-shaped unlocking rod (101d-1), and a circular truncated cone inclined surface (101d-3) is arranged on the unlocking block (101d-2) and can be in contact with the end of the air-venting valve pipe (202b-1).

2. The safety steering assist device according to claim 1, characterized by: The damping block (102a) is arranged on the steering shaft (102), a half gear (102a-1) is arranged on the side wall of the damping block (102a) close to the oil guide (103), and a gear tooth (103a) is arranged on the inner side wall of the bottom of the oil guide (103).

3. The safety steering assist device according to claim 2, characterized by: The gear (102c) is arranged on the steering shaft (102), the driving motor (104) is arranged in the power assisting cavity (101c), the power assisting rod (104a) is arranged at the output end of the driving motor (104), and the power assisting rod (104a) is in meshing connection with the gear (102c); The steering shaft (102) passes through one end of the shaft cavity (101a) and is fixedly connected with the steering wheel (105), and the other end is movably connected with the double connecting rod (106), the screw head (106a) is arranged on one end of the double connecting rod (106) close to the conduction assembly (300), and the screw head (106a) is in meshing connection with the convex tooth (301a); The protection pipe (302) can be arranged at the position of the screw head (106a), and the axle shaft (301b) is arranged at both ends of the axle shaft (301).

4. An EPS control system characterized by: The safety steering power assisting device comprises the safety steering power assisting device of claim 3, and The sensing system (400) comprises a fault detection module (401) arranged at the top of the damping block (102a), a torque sensor (402) arranged at the end of the double connecting rod (106), and a vehicle speed sensor (403) arranged at the side end of the axle shaft (301).

5. The EPS control system of claim 4, wherein: The fault detection module (401) internally stores normal mode parameters (401a) and abnormal mode parameters (401b), and the vehicle speed sensor (403) internally stores a set value (403a); The fault detection module (401) is connected with the torque sensor (402) and the vehicle speed sensor (403), the torque sensor (402) is connected with the driving motor (104), the fault detection module (401) detects the state through sensor data, and the state detection comprises, Normal state: the fault detection module (401) does not detect any fault, the normal mode parameters (401a) are sent to the torque sensor (402) to calculate data, and target power assisting torque data (404) is obtained and sent to the driving motor (104). First abnormal state: the fault detection module (401) detects sensor failure, the speed sensor (403) data is lower than the set value (403a), the abnormal mode parameter (401b) is sent to the torque sensor (402) to calculate data, and target assist torque data (404) is obtained and sent to the driving motor (104); Second abnormal state: the fault detection module (401) detects sensor failure, the speed sensor (403) data is higher than the set value (403a), and the torque sensor (402) stops working.

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