Self-resetting mechanism of a steering system and vehicle

Abstract

The present application belongs to the technical field of vehicle steering system, and particularly relates to a self-resetting mechanism of a steering system and a vehicle, which comprises a hydraulic cylinder, a piston, a piston rod, and a valve assembly. The piston divides the hydraulic cavity of the hydraulic cylinder into a first hydraulic cavity and a second hydraulic cavity. The piston rod is fixedly connected with the piston and penetrates through the two ends of the hydraulic cylinder. The valve assembly is connected with the first hydraulic cavity and the second hydraulic cavity through pipelines. One of the hydraulic cylinder and the piston rod is connected with a tie rod of the steering system, and the other is connected with a vehicle frame or a structure fixed relative to the vehicle frame. The self-resetting mechanism can automatically return the wheels to the normal position when the vehicle steering system fails. Even if the road surface is uneven, bumpy, or the like, the wheels will not increase the steering angle due to the presence of the valve assembly, ensuring that the steering angle of the wheels can finally return to and remain within the preset threshold range, thereby improving the safety of the steering system.

Description

Technical Field

[0001] This invention belongs to the technical field of vehicle steering systems, specifically relating to a self-resetting mechanism for a steering system and a vehicle. Background Technology

[0002] The steer-by-wire system eliminates the mechanical connection (steering column) between the steering wheel and the steering wheels. Both angular and force transmission are achieved through a controller controlling a motor, allowing for independent operation without interference. This provides significant design flexibility for the vehicle's steering characteristics and eliminates the safety hazard of the steering column intruding into the passenger compartment during a collision. Furthermore, this mechanical decoupling of the steering wheel and steering mechanism aligns perfectly with the development trend of autonomous driving, enabling functions such as a silent steering wheel, filtering unnecessary road inputs, and folding / hiding the steering wheel. It also provides greater design freedom for active safety features.

[0003] Drive-by-wire technology poses a significant challenge to the reliability of control systems. Currently, most passenger vehicles use electric power steering, which allows for minimal steering even after the electronic control system fails, thanks to the mechanical connection between the steering wheel and the steering mechanism (steering column). However, a fully drive-by-wire system requires sophisticated system design, such as redundant safety architectures, to ensure system stability and reliability. Furthermore, there is an urgent need for a solution that allows the vehicle to automatically return to center in the event of a complete failure of the drive-by-wire system. Summary of the Invention

[0004] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide a self-resetting mechanism for a steering system and a vehicle that can automatically return the vehicle to center when the entire online control system fails.

[0005] To achieve the above and other related objectives, the present invention provides a self-resetting mechanism for a steering system, comprising:

[0006] Hydraulic cylinder;

[0007] A piston is movably disposed within the hydraulic cylinder, and the piston divides the hydraulic chamber of the hydraulic cylinder into a first hydraulic chamber and a second hydraulic chamber;

[0008] A piston rod is fixedly connected to the piston, and both ends of the piston rod extend to the outer sides of both ends of the hydraulic cylinder;

[0009] A valve assembly, which is connected to the first hydraulic chamber and the second hydraulic chamber via piping; the valve assembly is configured to switch between the following two positions:

[0010] At station one, the valve assembly provides bidirectional access between the first hydraulic chamber and the second hydraulic chamber; and

[0011] Station 2, the valve assembly is configured such that when the piston is not in the preset area of ​​the hydraulic cylinder, the valve assembly can restrict the piston to move only in a direction closer to the preset area;

[0012] One of the hydraulic cylinder and the piston rod is connected to the tie rod of the steering system, and the other is connected to the frame or a structure fixed relative to the frame; and when the piston is located within the preset area, the steering angle of the wheel connected to the steering system is less than a preset threshold.

[0013] In an optional embodiment of the present invention, the valve assembly includes a first check valve and a second check valve; a first end of the first check valve is always connected to the first hydraulic chamber via a pipe, and a second end of the first check valve is connected to the preset area via a pipe, and when the piston is located within the preset area, the second end of the first check valve can be blocked; the first check valve is configured to allow fluid to flow from its second end to its first end and to prevent fluid from flowing from its first end to its second end; a first end of the second check valve is always connected to the second hydraulic chamber via a pipe, and a second end of the second check valve is connected to the preset area, and when the piston is located within the preset area, the second end of the second check valve can be blocked; the second check valve is configured to allow fluid to flow from its second end to its first end and to prevent fluid from flowing from its first end to its second end.

[0014] In an optional embodiment of the present invention, the second end of the first check valve is connected to the side of the preset region near the second end of the hydraulic cylinder; the second end of the second check valve is connected to the side of the preset region near the first end of the hydraulic cylinder; the first end of the hydraulic cylinder is the end corresponding to the first hydraulic chamber, and the second end of the hydraulic cylinder is the end corresponding to the second hydraulic chamber.

[0015] In an optional embodiment of the present invention, the length of the preset region in the direction of the hydraulic cylinder axis is equal to the length of the piston, and when the piston is located in the preset region, it can simultaneously block the second end of the first check valve and the second end of the second check valve.

[0016] In an optional embodiment of the present invention, the length of the preset region in the axial direction of the hydraulic cylinder is greater than the length of the piston. When the piston is located at the second end of the preset region, it can block the second end of the first one-way valve, and when the piston is located at the first end of the preset region, it can block the second end of the second one-way valve. The first end of the preset region is the end close to the first end of the hydraulic cylinder, and the second end of the preset region is the end close to the second end of the hydraulic cylinder.

[0017] In an optional embodiment of the present invention, the valve assembly further includes a shut-off valve, a first end of which is always in communication with the first hydraulic chamber, and a second end of which is always in communication with the second hydraulic chamber, the shut-off valve being configured to bidirectionally open or close the first hydraulic chamber and the second hydraulic chamber.

[0018] In an optional embodiment of the present invention, the shut-off valve is connected between the first end of the first check valve and the first end of the second check valve.

[0019] In an optional embodiment of the present invention, the shut-off valve is a normally closed solenoid valve, which is electrically connected to the steering controller. When the steering controller is energized, the shut-off valve opens, and when the steering controller is de-energized, the shut-off valve closes.

[0020] In an optional embodiment of the present invention, the shut-off valve is a normally open solenoid valve, and the shut-off valve is electrically connected to an independent controller. When the controller is powered on, it can control the shut-off valve to open or close, and when the controller is de-powered, the shut-off valve opens.

[0021] To achieve the above and other related objectives, the present invention also provides a vehicle including the self-resetting mechanism of the steering system.

[0022] The technical effect of the present invention is that the self-resetting mechanism can automatically return the wheels to center when the vehicle steering system fails. Due to the presence of the valve assembly, even if there are uneven or bumpy road surfaces, the wheels will not increase the steering angle, ensuring that the wheel steering angle can eventually return to the preset threshold range and remain within the preset threshold range, thereby improving the safety of the steering system. Attached Figure Description

[0023] Figure 1 This is the transmission principle diagram of the steering system;

[0024] Figure 2 This is a schematic diagram of the self-resetting mechanism provided in an embodiment of the present invention;

[0025] Figure 3 This is a schematic diagram of one state of the self-resetting mechanism provided in an embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of another state of the self-resetting mechanism provided in an embodiment of the present invention;

[0027] Figure 5 This is a schematic diagram of a self-resetting mechanism provided in another embodiment of the present invention;

[0028] Explanation of reference numerals in the attached drawings: 1. Tie rod; 2. Wheel; 10. Hydraulic cylinder; 101. First hydraulic chamber; 102. Second hydraulic chamber; 103. Preset area; 11. Piston; 12. Piston rod; 21. First check valve; 22. Second check valve; 23. Shut-off valve. Detailed Implementation

[0029] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0030] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0031] The self-resetting mechanism of the steering system provided by this invention is particularly suitable for fully steer-by-wire systems, and can also be applied to ordinary power steering systems.

[0032] A fully steer-by-wire system controls vehicle steering through electronic signals rather than traditional mechanical linkages. Compared to traditional steering systems, steer-by-wire systems employ components such as an electric steering unit, sensors, and a steer-by-wire controller to digitally control vehicle steering. The electric steering unit is the core component of the steer-by-wire system, responsible for providing steering power to drive the wheels. The electric steering unit can include components such as a steering motor, gear system, and steering tie rods. The steer-by-wire system uses various sensors to perceive vehicle status and environmental information, including steering wheel angle sensors, steering torque sensors, and vehicle speed sensors. These sensors transmit the collected information to the steer-by-wire controller. The steer-by-wire controller is the intelligent control center of the steer-by-wire system, responsible for receiving and processing the data provided by the sensors, and calculating the appropriate steering force output command based on the vehicle status and driver intentions. The steer-by-wire controller can also make real-time adjustments and optimizations based on driving conditions.

[0033] The working principle of the full steer-by-wire system is as follows: A steering wheel angle sensor monitors the driver's steering wheel rotation angle in real time, while a steering torque sensor measures the torque applied to the steering wheel. Other sensors, such as a vehicle speed sensor, detect vehicle speed and acceleration. The steer-by-wire controller receives the data from the sensors and performs calculations and analysis using preset algorithms and models to determine the vehicle's current steering requirements. The algorithm considers various factors, such as vehicle speed, driver steering intention, and driving mode. The steer-by-wire controller outputs signals to control the electric steering motor, adjusting the magnitude and direction of the steering force, allowing the driver to easily and accurately control the vehicle's steering. The steer-by-wire controller continuously adjusts and optimizes the steering force output based on real-time updated data such as the vehicle's dynamic state and road conditions to provide optimal handling performance and safety.

[0034] As can be seen from the above working principle, there is no mechanical connection between the steering wheel and the steering mechanism in a fully steer-by-wire system. While this increases the design freedom of the steering wheel, it also leads to certain safety hazards. When the steer-by-wire system completely fails, the driver cannot manually control the steering mechanism through the steering wheel. Especially during turning or lane changing, if the wheels cannot return to center in time, it can lead to serious accidents. Therefore, this invention provides a self-resetting mechanism that, when the steering system fails, gradually returns the wheels to center and maintains them in a centered state. This mechanism, as a redundancy protection device for the steer-by-wire system, can reduce the safety risks when the steer-by-wire system fails to a certain extent.

[0035] Please see Figure 1-5 As shown, the technical solution of the present invention will be described in detail below with reference to specific embodiments:

[0036] Please see Figure 1 As shown, the main structure of the steering mechanism is first described. The steering mechanism mainly includes a tie rod 1, which is connected to the central part of the steering mechanism. The tie rod 1 is connected to the steering brackets of the two wheels 2 through a transmission mechanism. Its length and position can be adjusted according to the size of the vehicle and the suspension design to ensure that the vehicle can be steered smoothly and accurately. When the vehicle is steer, the tie rod 1 is responsible for transmitting the motion of the drive element to the wheels 2. In a traditional power steering system, the tie rod 1 is connected to the steering column, while in a fully steer-by-wire system, the tie rod 1 is connected to the steering motor.

[0037] Please see Figure 2 As shown, the self-resetting mechanism of the steering system provided in the embodiment of the present invention includes a hydraulic cylinder 10, a piston 11, a piston rod 12, and a valve assembly.

[0038] The hydraulic cylinder 10 can be made of cast iron or cast steel and is used to fix other components while containing hydraulic oil.

[0039] The piston 11 is movably disposed within the hydraulic cylinder 10, and the piston 11 divides the hydraulic chamber of the hydraulic cylinder 10 into a first hydraulic chamber 101 and a second hydraulic chamber 102. The piston 11 can reciprocate within the hydraulic cylinder 10. The sealing performance of the piston 11 has a great influence on the working performance of the hydraulic cylinder 10. Therefore, a certain sealing element can be provided between the piston 11 and the hydraulic cylinder 10. The sealing element is used to completely block the hydraulic oil in the two hydraulic chambers and withstand high pressure. Commonly used sealing elements include O-rings, oil seals, piston rings, etc.

[0040] The piston rod 12 is fixedly connected to the piston 11, and both ends of the piston rod 12 extend to the outer sides of both ends of the hydraulic cylinder 10. It should be noted that the piston rod 12 in this invention must be a double-ended piston rod 12, that is, both ends of the piston rod 12 need to extend to the outer side of the hydraulic cylinder 10, and the diameters of the piston rods 12 on both sides of the piston 11 should be the same. This is to ensure that the volume changes of the first hydraulic chamber 101 and the second hydraulic chamber 102 are equal during the movement of the piston 11, and to avoid the piston 11 from locking up.

[0041] The valve assembly is connected to the first hydraulic chamber 101 and the second hydraulic chamber 102 via pipelines. The valve assembly is configured to switch between two positions: position one, in which the valve assembly provides bidirectional flow between the first hydraulic chamber 101 and the second hydraulic chamber 102; and position two, in which the valve assembly is configured to restrict the piston 11 to move only toward the preset area 103 when the piston 11 is not within the preset area 103 of the hydraulic cylinder 10.

[0042] In a preferred embodiment, the piston rod 12 is connected to the tie rod 1 of the steering system, or the piston rod 12 can be directly used as the tie rod 1 of the steering system. The hydraulic cylinder 10 is connected to the frame or a structure relatively fixed to the frame. For example, the hydraulic cylinder 10 can be connected to the tie rod sleeve or directly used as the tie rod sleeve. When the piston 11 is restricted to the preset area 103, the tie rod 1 is also restricted to a preset position relative to the frame, thereby restricting the steering angle of the wheel 2 connected to the steering system to a preset threshold range. Of course, in some other embodiments, the piston rod 12 can be connected to the tie rod sleeve or the frame, while the hydraulic cylinder 10 can be connected to the tie rod 1, thus achieving the same function.

[0043] It should be understood that during vehicle operation, when wheel 2 has a steering angle, if no external power is involved, wheel 2 will gradually return to the center due to the installation angle and road resistance. Based on this principle, the present invention sets up the above-mentioned self-resetting mechanism. When the vehicle steering system fails, wheel 2 can automatically reset. Due to the presence of the valve assembly, even if there are uneven or bumpy road surfaces, wheel 2 will not increase the steering angle, ensuring that the steering angle of wheel 2 can eventually return to the preset threshold range and remain within the preset threshold range, thereby improving the safety of the steering system.

[0044] In a specific embodiment, the preset threshold range may be, for example, -1° to 1°. This automatic return-to-center and locking feature is particularly suitable for applications such as steer-by-wire rear-wheel steering.

[0045] Please see Figure 3 , 4 As shown, in an optional embodiment of the present invention, the valve assembly includes a first check valve 21 and a second check valve 22; the first end of the first check valve 21 is always connected to the first hydraulic chamber 101 via a pipe, and the second end of the first check valve 21 is connected to the preset region 103 via a pipe, and can block the second end of the first check valve 21 when the piston 11 is located in the preset region 103; the first check valve 21 is configured to allow fluid to flow from its second end to its first end and to prevent fluid from flowing from its first end to its second end; the first end of the second check valve 22 is always connected to the second hydraulic chamber 102 via a pipe, and the second end of the second check valve 22 is connected to the preset region 103, and can block the second end of the second check valve 22 when the piston 11 is located in the preset region 103; the second check valve 22 is configured to allow fluid to flow from its second end to its first end and to prevent fluid from flowing from its first end to its second end.

[0046] The following combination Figure 3 , 4 The working principle of the present invention will be explained as follows:

[0047] Please see Figure 3 As shown, when piston 11 is located to the left of preset region 103, due to the presence of the first check valve 21, hydraulic oil can only flow from the second hydraulic chamber 102 to the first hydraulic chamber 101. Therefore, piston 11 can only move to the right. When piston 11 falls into preset region 103, piston 11 blocks the first check valve 21, as shown. Figure 2 As shown, at this point, piston 11 can no longer move to the right; please refer to... Figure 4As shown, when piston 11 is located to the right of preset region 103, due to the presence of the second check valve 22, hydraulic oil can only flow from the first hydraulic chamber 101 to the second hydraulic chamber 102. Therefore, piston 11 can only move to the left. When piston 11 falls into preset region 103, piston 11 blocks the second check valve 22, as... Figure 2 As shown, at this point, piston 11 can no longer move to the left; therefore, no matter where piston 11 is initially located, it can only eventually fall within the preset area 103.

[0048] Please see Figure 2 , 3 As shown in Figure 4, in an optional embodiment of the present invention, since the piston 11 needs to have a certain thickness, the second end of the first one-way valve 21 is connected to the side of the preset region 103 near the second end of the hydraulic cylinder 10; the second end of the second one-way valve 22 is connected to the side of the preset region 103 near the first end of the hydraulic cylinder 10; the first end of the hydraulic cylinder 10 is the end corresponding to the first hydraulic chamber 101, and the second end of the hydraulic cylinder 10 is the end corresponding to the second hydraulic chamber 102. That is, the width of the preset region 103 is equal to the distance between the two hydraulic lines in the middle of the figure. This ensures that the piston 11 can fully enter the preset region 103 from either the left or right side, preventing it from locking up midway, and thus ensuring that the wheel 2 can eventually return to the same locking angle whether it is turning left or right.

[0049] Please see Figure 2 , 3 As shown in Figure 4, in an optional embodiment of the present invention, the length of the preset region 103 in the axial direction of the hydraulic cylinder 10 is equal to the length of the piston 11. When the piston 11 is located in the preset region 103, it can simultaneously block the second end of the first one-way valve 21 and the second end of the second one-way valve 22, that is, the width of the preset region 103 is equal to the thickness of the piston 11. This is a relatively ideal state, in which the wheel 2 can be completely locked at the 0° position, but this embodiment has high requirements for the processing and installation accuracy of the equipment.

[0050] Please see Figure 5As shown, in an optional embodiment of the present invention, the length of the preset region 103 in the axial direction of the hydraulic cylinder 10 is greater than the length of the piston 11. When the piston 11 is located at the second end of the preset region 103, it can block the second end of the first one-way valve 21, and when the piston 11 is located at the first end of the preset region 103, it can block the second end of the second one-way valve 22. The first end of the preset region 103 is the end close to the first end of the hydraulic cylinder 10, and the second end of the preset region 103 is the end close to the second end of the hydraulic cylinder 10. In this embodiment, the piston 11 still has a certain amount of room to move within the preset region 103. Although this embodiment can only restrict the wheel 2 within a certain angle range, compared with the previous embodiment, this embodiment has lower requirements for the processing and installation accuracy of the equipment.

[0051] Please see Figure 2-5 As shown, in an optional embodiment of the present invention, the valve assembly further includes a shut-off valve 23. The first end of the shut-off valve 23 is always connected to the first hydraulic chamber 101, and the second end of the shut-off valve 23 is always connected to the second hydraulic chamber 102. The shut-off valve 23 is configured to bidirectionally open or close the first hydraulic chamber 101 and the second hydraulic chamber 102. The shut-off valve 23 is primarily used to prevent the tie rod 1 from locking up during normal operation of the steering system. The shut-off valve 23 provides a passage between the first hydraulic chamber 101 and the second hydraulic chamber 102. During normal operation of the steering system, the first hydraulic chamber 101 and the second hydraulic chamber 102 can be bidirectionally connected through the shut-off valve 23, thereby avoiding obstruction to the movement of the tie rod 1.

[0052] Please see Figure 2-5 As shown, in an optional embodiment of the present invention, the shut-off valve 23 is connected between the first end of the first check valve 21 and the first end of the second check valve 22. This shortens the oil pipe stroke and makes the structure more compact.

[0053] In an optional embodiment of the present invention, the shut-off valve 23 is a normally closed solenoid valve. The shut-off valve 23 is electrically connected to the steering controller. When the steering controller is energized, the shut-off valve 23 opens; when the steering controller is de-energized, the shut-off valve 23 closes. In this embodiment, since the solenoid valve is controlled by the steering system, the electronic valve and the steering system share a common cause of failure. Therefore, the solenoid valve is set to normally closed, so that when the steering system fails, the solenoid valve can be de-energized and closed, ensuring that the self-resetting mechanism functions normally.

[0054] In an optional embodiment of the present invention, the shut-off valve 23 is a normally open solenoid valve, which is electrically connected to an independent controller. When the controller is energized, it can control the shut-off valve 23 to open or close; when the controller is de-energized, the shut-off valve 23 opens. In this embodiment, the solenoid valve is controlled by an independent controller, and therefore is preferably configured as normally open. This ensures that the steering system can operate normally when the independent controller fails.

[0055] Based on the above-mentioned self-resetting mechanism, the present invention also provides a vehicle including the self-resetting mechanism of the steering system.

[0056] In summary, the self-resetting mechanism of this invention can automatically return the wheels to center when the vehicle steering system fails. Due to the presence of the valve assembly, even with uneven or bumpy road surfaces, the wheels will not increase their steering angle, ensuring that the wheel steering angle eventually returns to and remains within a preset threshold range, thus improving the safety of the steering system. The shut-off valve provides a passage between the first and second hydraulic chambers. When the steering system is operating normally, the first and second hydraulic chambers can be bidirectionally connected through the shut-off valve, thereby avoiding obstruction to the movement of the tie rod. When the solenoid valve is controlled by the steering system, it is set to normally closed. When the steering system fails, the solenoid valve can be de-energized and closed, ensuring the self-resetting mechanism functions properly. When the solenoid valve is controlled by an independent controller, it is set to normally open, ensuring the steering system can operate normally even if this independent controller fails.

[0057] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

[0058] Throughout this description, numerous specific details, such as examples of components and / or methods, are provided to provide a complete understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention may be practiced without one or more of these specific details or by other devices, systems, components, methods, parts, materials, components, etc. In other instances, well-known structures, materials, or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

[0059] Throughout this specification, the terms "an embodiment," "embodiment," or "specific embodiment" refer to a particular feature, structure, or characteristic described in connection with an embodiment that is included in at least one embodiment of the invention, but not necessarily in all embodiments. Therefore, the various representations of the phrases "in one embodiment," "in an embodiment," or "in a specific embodiment" in different places throughout the specification do not necessarily refer to the same embodiment. Furthermore, a particular feature, structure, or characteristic of any specific embodiment of the invention can be combined with one or more other embodiments in any suitable manner. It should be understood that other variations and modifications of the embodiments of the invention described and illustrated herein may be based on the teachings herein and will be considered part of the spirit and scope of the invention.

[0060] It should also be understood that one or more of the elements shown in the figures may be implemented in a more separate or more integrated manner, or may even be removed because they are inoperable in certain circumstances or provided because they may be useful for a particular application.

[0061] Furthermore, unless otherwise expressly stated, any arrows in the accompanying drawings should be considered illustrative only and not limiting. Additionally, unless otherwise stated, the term "or" as used herein is generally intended to mean "and / or". Where a term is anticipated to provide a separation or combination capability that is unclear, a combination of components or steps will also be considered as indicated.

[0062] As used herein and throughout the claims below, unless otherwise specified, “a” and “the” include the plural references. Similarly, as used herein and throughout the claims below, unless otherwise specified, “in” means “in” and “on”.

[0063] The above description of the embodiments shown in this invention (including the content set forth in the abstract of the specification) is not intended to be an exhaustive enumeration or to limit the invention to the precise forms disclosed herein. Although specific embodiments and examples of the invention have been described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the invention, as will be recognized and understood by those skilled in the art. As indicated, these modifications can be made to the invention in accordance with the above description of the embodiments described herein, and such modifications will be within the spirit and scope of the invention.

[0064] This document has generally described the systems and methods in detail to aid in understanding the invention. Furthermore, various specific details have been set forth to provide a general understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention can be practiced without one or more specific details, or using other means, systems, accessories, methods, components, materials, parts, etc. In other instances, well-known structures, materials, and / or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

[0065] Therefore, although the invention has been described herein with reference to specific embodiments thereof, freedom of modification, various changes and substitutions are also within the scope of the foregoing disclosure, and it should be understood that in some cases, certain features of the invention may be adopted without departing from the scope and spirit of the invention and without corresponding use of other features. Thus, many modifications can be made to adapt a particular environment or material to the essential scope and spirit of the invention. The invention is not intended to be limited to the specific terminology used in the following claims and / or the specific embodiments disclosed as the best mode for carrying out the invention, but the invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Therefore, the scope of the invention will be defined only by the appended claims.

Claims

1. A self-resetting mechanism for a steering system, characterized in that, include: Hydraulic cylinder; A piston is movably disposed within the hydraulic cylinder, and the piston divides the hydraulic chamber of the hydraulic cylinder into a first hydraulic chamber and a second hydraulic chamber; A piston rod is fixedly connected to the piston, and both ends of the piston rod extend to the outer sides of both ends of the hydraulic cylinder; A valve assembly, which is connected to the first hydraulic chamber and the second hydraulic chamber via piping; the valve assembly is configured to switch between the following two positions: At station one, the valve assembly provides bidirectional access between the first hydraulic chamber and the second hydraulic chamber; and Station 2, the valve assembly is configured such that when the piston is not in the preset area of ​​the hydraulic cylinder, the valve assembly can restrict the piston to move only in a direction closer to the preset area; One of the hydraulic cylinder and the piston rod is connected to the tie rod of the steering system, and the other is connected to the frame or a structure fixed relative to the frame; and when the piston is located within the preset area, the steering angle of the wheel connected to the steering system is less than a preset threshold. The valve assembly includes a first check valve and a second check valve. The first end of the first check valve is always connected to the first hydraulic chamber via a pipe, and the second end of the first check valve is connected to the preset area via a pipe. When the piston is located within the preset area, the second end of the first check valve can be blocked. The first check valve is configured to allow fluid to flow from its second end to its first end and to prevent fluid from flowing from its first end to its second end. Similarly, the first end of the second check valve is always connected to the second hydraulic chamber via a pipe, and the second end of the second check valve is connected to the preset area. When the piston is located within the preset area, the second end of the second check valve can be blocked. The second check valve is configured to allow fluid to flow from its second end to its first end and to prevent fluid from flowing from its first end to its second end.

2. The self-resetting mechanism of the steering system according to claim 1, characterized in that, The second end of the first check valve is connected to the side of the preset area near the second end of the hydraulic cylinder; the second end of the second check valve is connected to the side of the preset area near the first end of the hydraulic cylinder; the first end of the hydraulic cylinder is the end corresponding to the first hydraulic chamber, and the second end of the hydraulic cylinder is the end corresponding to the second hydraulic chamber.

3. The self-resetting mechanism of the steering system according to claim 2, characterized in that, The length of the preset region in the direction of the hydraulic cylinder axis is equal to the length of the piston. When the piston is located in the preset region, it can simultaneously block the second end of the first check valve and the second end of the second check valve.

4. The self-resetting mechanism of the steering system according to claim 2, characterized in that, The length of the preset region in the direction of the hydraulic cylinder axis is greater than the length of the piston. When the piston is located at the second end of the preset region, it can block the second end of the first check valve, and when the piston is located at the first end of the preset region, it can block the second end of the second check valve. The first end of the preset region is the end close to the first end of the hydraulic cylinder, and the second end of the preset region is the end close to the second end of the hydraulic cylinder.

5. The self-resetting mechanism of the steering system according to claim 1, characterized in that, The valve assembly further includes a shut-off valve, the first end of which is always in communication with the first hydraulic chamber, and the second end of which is always in communication with the second hydraulic chamber. The shut-off valve is configured to bidirectionally open or close the first hydraulic chamber and the second hydraulic chamber.

6. The self-resetting mechanism of the steering system according to claim 5, characterized in that, The shut-off valve is connected between the first end of the first check valve and the first end of the second check valve.

7. The self-resetting mechanism of the steering system according to claim 5, characterized in that, The shut-off valve is a normally closed solenoid valve, which is electrically connected to the steering controller. When the steering controller is energized, the shut-off valve opens, and when the steering controller is de-energized, the shut-off valve closes.

8. The self-resetting mechanism of the steering system according to claim 5, characterized in that, The shut-off valve is a normally open solenoid valve, which is electrically connected to an independent controller. When the controller is powered on, it can control the shut-off valve to open or close. When the controller is powered off, the shut-off valve opens.

9. A vehicle, characterized in that, Includes the self-resetting mechanism of the steering system as described in any one of claims 1-8.

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