Fault monitoring method for steering drive axle
The method uses angle sensors and an oil cylinder displacement sensor to monitor steering drive axle faults, providing timely alarms and precise fault location identification, enhancing maintenance efficiency and reliability.
Patent Information
- Application Number
- CN202411488171.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-23
- Publication Date
- 2024-12-27
AI Technical Summary
Existing fault monitoring methods for steering drive axles are inadequate in determining specific fault locations, leading to inefficient and non-targeted maintenance due to the integration of a segmented steering kingpin and increased wear, especially in heavy machinery with higher bridge loads and power requirements.
Implementing a fault monitoring method with first and second angle sensors on the steering upper and lower pins, respectively, combined with an oil cylinder displacement sensor, to determine real-time steering angles and faults, and using a trapezoidal parameterized model to identify the fault source accurately.
Enables timely fault alarms and precise identification of fault sources, allowing targeted maintenance and reducing maintenance downtime by accurately determining the fault location and correcting steering errors.
Smart Images
Figure CN119190191A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of steering fault monitoring, and more specifically, to a fault monitoring method for a steering drive axle. Background Art
[0002] Compared with the non-driven steering axle, the steering drive axle integrates the transmission system and uses an articulated half-axle to transmit power. Therefore, the steering drive axle needs to use a segmented steering kingpin, which will increase the risk of wear and damage to the steering mechanism caused by the coaxiality error of the pin holes on both sides; at the same time, the whole machine is often equipped with a steering drive axle because the whole machine has a greater bridge load and power requirements, which will increase the load of the axial support at the steering knuckle, further increase its wear, and thus increase the steering error; Most existing technical solutions only place an angle sensor at the steering kingpin and determine whether there is a steering fault based on the steering angle detected by the sensor, but it is difficult to determine the specific fault location. After receiving the fault alarm, maintenance personnel still need to check each part to determine the fault location, and the fault maintenance is less targeted. Summary of the invention
[0003] The present invention provides a fault monitoring method for a steering drive axle, by respectively arranging a first angle sensor and a second angle sensor on a steering upper pin and a steering lower pin, and coordinating with the oil cylinder displacement of a steering oil cylinder, the steering fault of the steering drive axle is monitored in real time. In this way, not only can an alarm be given in time when a steering fault occurs, but also the fault source of the steering fault can be specifically determined, so that maintenance personnel can more clearly understand the specific situation of the steering fault, so as to make targeted treatment in time, thereby achieving the purpose of improving the working reliability of the steering drive axle.
[0004] In order to achieve the above object, the present invention provides the following technical solutions.
[0005] In a first aspect, the present invention provides a fault monitoring method for a steering drive axle, wherein the steering drive axle comprises an axle housing assembly and a steering system assembly, wherein the steering system assembly comprises a steering upper pin, a steering lower pin and a steering cylinder, and the method comprises: During the steering process, a first angle sensor preset on the steering upper pin and a first permanent magnet preset on the axle housing assembly are used to obtain a first measured steering angle; a second angle sensor preset on the steering lower pin and a second permanent magnet preset on the axle housing assembly are used to obtain a second measured steering angle; a displacement sensor pre-built into the steering oil cylinder is used to obtain the oil cylinder displacement, and a theoretical steering angle of the steering drive axle is determined according to the oil cylinder displacement; Determine a first relative change amount and a second relative change amount according to the first measured rotation angle and the second measured rotation angle; If at least one of the first relative change and the second relative change is greater than a preset change threshold, a first steering fault alarm is triggered; In response to the first steering fault alarm being triggered, a fault source of the first steering fault alarm is determined according to the first measured steering angle, the second measured steering angle and the theoretical steering angle.
[0006] Optionally, the calculation formulas for the first relative change amount and the second relative change amount are respectively:
[0007] Wherein, Δ1 is the first relative change, Δ2 is the second relative change, α1 is the first measured rotation angle, and α2 is the second measured rotation angle.
[0008] Optionally, determining the theoretical steering angle of the steering drive axle according to the oil cylinder displacement includes: The oil cylinder displacement is input into a pre-constructed steering trapezoidal parameterized model, and the theoretical steering angle of the steering drive axle is determined according to the output result of the steering trapezoidal parameterized model.
[0009] Optionally, determining a fault source of the first steering fault alarm according to the first measured steering angle, the second measured steering angle and the theoretical steering angle includes: Determine a first error according to a difference between the first measured turning angle and the theoretical steering angle, and determine a second error according to a difference between the second measured turning angle and the theoretical steering angle; The first error and the second error are compared to determine a fault source of the first steering fault alarm.
[0010] Optionally, comparing the first error and the second error to determine the fault source of the first steering fault alarm includes: If the first error is greater than the second error, it is determined that the fault source of the first steering fault alarm is the radial support bearing connected to the steering upper pin; If the second error is greater than the first error, it is determined that the fault source of the first steering fault alarm is the axial support bearing connected to the steering lower pin.
[0011] Optionally, the method further comprises: If the first relative change and the second relative change are both smaller than a preset change threshold, determining an actual steering angle according to the first measured turning angle and the second measured turning angle; determining a steering error according to the actual steering angle and the theoretical steering angle; If the steering error is less than or equal to a first preset error threshold, it is determined that the steering system is working normally; If the steering error is greater than a first preset error threshold and less than or equal to a second preset error threshold, adjusting the displacement of the steering cylinder according to the steering error to correct the actual steering angle so that the actual steering angle is the same as the theoretical steering angle; If the steering error is greater than the second preset error threshold, a second steering fault alarm is triggered, and the fault source is determined to be the steering system.
[0012] Optionally, adjusting the cylinder displacement of the steering cylinder according to the steering error includes: Based on a steering trapezoidal parameterized model pre-built into the steering drive axle, the compensation displacement of the steering cylinder is determined according to the steering error, and the steering cylinder is adjusted according to the compensation displacement.
[0013] Optionally, the calculation formula of the actual steering angle is:
[0014] Wherein, α is the actual steering angle; α1 is the first measured steering angle; α2 is the second measured steering angle.
[0015] Optionally, the calculation formula of the steering error is:
[0016] Where Δ is the steering error and α3 is the theoretical steering angle.
[0017] Optionally, the method further comprises: comparing the actual steering angle with a preset theoretical maximum steering angle; If the actual steering angle is greater than the theoretical maximum steering angle, a third steering fault alarm is triggered, and the fault source is determined to be the steering mechanical limit structure.
[0018] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention can measure the first measured turning angle and the second measured turning angle in real time in cooperation with the first permanent magnet part and the second permanent magnet part on the axle housing assembly through the first angle sensor and the second angle sensor respectively arranged on the steering upper pin and the steering lower pin. According to the first measured turning angle, the second measured turning angle and the theoretical steering angle obtained by using the displacement of the steering cylinder, not only can the first fault alarm be triggered in time when the steering kingpin fails, but also it can be determined whether the fault source of the steering kingpin comes from the radial support bearing or the axial support bearing, so as to facilitate the fault maintenance personnel to carry out targeted maintenance.
[0019] 2. The present invention can also determine whether there are other faults besides the steering kingpin by using the measured first actual turning angle, the second actual turning angle and the theoretical steering angle. And can compensate for the steering error caused by the fault by adjusting the displacement of the oil cylinder so that the actual steering angle reaches the same as the theoretical steering angle to ensure normal steering. When the fault is more serious, the second fault alarm is triggered to remind the fault maintenance personnel to repair the steering system in time. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] Figure 1 A schematic diagram of a method for monitoring a steering drive axle fault in the present invention; Figure 2 It is a structural schematic diagram of the steering drive axle in the present invention.
[0021] Numbers in the figure: 1. Main reduction assembly; 2. Axle housing assembly; 3. Articulated half-axle assembly; 4. Wheel-side reducer assembly; 5. Steering system assembly; 6. Steering cylinder. DETAILED DESCRIPTION
[0022] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments.
[0023] Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative work shall fall within the scope of protection of this application.
[0024] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, features defined as "first", "second", and the like may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more. In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.
[0025] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and cannot be used to limit the protection scope of the present invention. Example 1
[0026] Combination Figure 1 This embodiment provides a fault monitoring method for a steering drive axle, combined with Figure 2 The steering drive axle includes a bridge housing assembly 2, a main reduction assembly 1, a steering system assembly 5 and a wheel-side reducer assembly 4. The wheel-side reducer assembly 4 is connected to the main reduction assembly 1 through an articulated half-axle assembly 3; the wheel-side reducer assembly 4 is connected to the steering system assembly 5 through a tapered roller bearing.
[0027] The main reduction assembly 1 is fixed on the axle housing assembly 2. The steering system assembly 5 includes a steering knuckle, a steering support bearing, a steering upper pin, a steering lower pin and a steering oil cylinder 6, wherein a displacement sensor for detecting oil cylinder displacement is pre-installed at the steering oil cylinder 6; the steering support bearing includes a sliding bearing and a thrust spherical bearing; the steering upper pin is connected to the axle housing assembly 2 through a sliding bearing, and the sliding bearing serves as a radial support bearing; the steering lower pin is connected to the axle housing assembly 2 through a thrust spherical bearing, and the thrust spherical bearing serves as an axial support bearing.
[0028] In this embodiment, for fault monitoring, a first angle sensor and a second angle sensor are respectively provided at the steering upper pin and the steering lower pin, and a first permanent magnet part and a second permanent magnet part are provided on the axle housing assembly 2; the first permanent magnet part is matched with the first angle sensor, and the second permanent magnet part is matched with the second angle sensor. The first permanent magnet part and the second permanent magnet part are both installed through a mounting seat fixed on the axle housing assembly 2, and the mounting seat of the first angle sensor is fixed to the steering upper pin by bolts; the mounting seat of the second angle sensor is fixed to the steering lower pin by bolts.
[0029] The wheel-side reducer assembly 4 is connected to the main reducer assembly 1 through the articulated half-axle assembly 3; the wheel-side reducer assembly 4 is connected to the steering system assembly 5 through a tapered roller bearing.
[0030] During the steering process, the first measured steering angle is obtained by using the first angle sensor preset on the steering upper pin and the first permanent magnet preset on the bridge housing assembly 2; the second measured steering angle is obtained by using the second angle sensor preset on the steering lower pin and the second permanent magnet preset on the bridge housing assembly 2.
[0031] Due to the existence of the articulated half-axle, the steering kingpin is a segmented kingpin, which includes an upper steering pin and a lower steering pin. In this embodiment, the first angle sensor and the second angle sensor are used to detect the rotation angles of the upper steering pin and the lower steering pin respectively.
[0032] During the steering process, the displacement of the cylinder is obtained by using the displacement sensor pre-installed in the steering cylinder 6, and the theoretical steering angle of the steering drive axle is determined according to the cylinder displacement; the determination of the theoretical steering angle according to the cylinder displacement is based on a pre-installed steering trapezoidal parameterized model, specifically including inputting the cylinder displacement into a pre-built steering trapezoidal parameterized model, and determining the theoretical steering angle of the steering drive axle according to the output result of the steering trapezoidal parameterized model; when the driver does not further operate the steering wheel, the theoretical steering angle is locked.
[0033] Combination Figure 1 , the fault monitoring method of the steering drive axle comprises: step S1, determining a first relative change amount and a second relative change amount according to the first measured rotation angle and the second measured rotation angle; The calculation formulas for the first relative change and the second relative change are respectively:
[0034] Wherein, Δ1 is the first relative change, Δ2 is the second relative change, α1 is the first measured rotation angle, and α2 is the second measured rotation angle.
[0035] Step S2: If at least one of the first relative change amount and the second relative change amount is greater than a preset change amount threshold, triggering a first steering fault alarm; If at least one of the first relative change and the second relative change is greater than a preset change threshold, it proves that a fault exists in the radial support bearing connected to the steering upper pin and the axial support bearing connected to the steering lower pin.
[0036] Step S3: In response to the first steering fault alarm, determine a fault source of the first steering fault alarm according to the first measured steering angle, the second measured steering angle and the theoretical steering angle.
[0037] The step S3 specifically includes: step S31, determining a first error according to a difference between a first measured turning angle and a theoretical steering angle, and determining a second error according to a difference between a second measured turning angle and a theoretical steering angle; Step S32: Compare the first error and the second error to determine the fault source of the first steering fault alarm.
[0038] If the first error is greater than the second error, it is determined that the fault source of the first steering fault alarm is the radial support bearing connected to the steering upper pin; If the second error is greater than the first error, it is determined that the fault source of the first steering fault alarm is the axial support bearing connected to the steering lower pin.
[0039] Through the above steps, this embodiment can not only monitor the failure of the steering kingpin in time, but also further determine whether the failure of the steering kingpin lies in the upper steering pin or the lower steering pin, so that the maintenance personnel can carry out targeted maintenance.
[0040] Step S4: If the first relative change and the second relative change are both smaller than a preset change threshold, determine the actual steering angle according to the first measured turning angle and the second measured turning angle; determine the steering error according to the actual steering angle and the theoretical steering angle; if the steering error is smaller than the preset steering error, actively compensate for the steering error by adjusting the steering cylinder so that the steering angle reaches the theoretical steering angle; if it is larger than the preset steering error, a second steering fault alarm is triggered, and the fault source is the steering system.
[0041] The calculation formula of the actual steering angle is:
[0042] Wherein, α is the actual steering angle; α1 is the first measured steering angle; α2 is the second measured steering angle.
[0043] The calculation formula of the steering error is:
[0044] Where Δ is the steering error and α3 is the theoretical steering angle.
[0045] Specifically, if the first relative change and the second relative change are both less than the preset change threshold, it proves that there is no fault at the steering kingpin, but the steering system may still have a fault, so this embodiment obtains the value of the steering error based on the actual steering angle and the theoretical steering angle. And compare the steering error with two preset error thresholds. The specific comparison method is as follows.
[0046] Step S41: If the steering error is less than or equal to a first preset error threshold, it is determined that the steering system is working normally; Step S42: If the steering error is greater than the first preset error threshold and less than or equal to the second preset error threshold, it means that the steering error is small at this time. In order to reduce the maintenance cost caused by early replacement of parts, the steering error is corrected by actively adjusting the displacement of the oil cylinder. According to the steering error, the displacement of the steering oil cylinder is adjusted to correct the actual steering angle so that the actual steering angle is the same as the theoretical steering angle; Step S43: If the steering error is greater than the second preset error threshold, it proves that there is a serious fault in the steering system. The second steering fault alarm is triggered here, and the fault source of the second steering fault alarm is determined to be the steering system. The specific fault location may be the steering cylinder, steering arm or steering knuckle, etc.; the fault maintenance personnel need to repair the steering system in time.
[0047] In addition, the existing engineering machinery steering drive axle often uses positioning bolts as steering mechanical limiters, but the engineering machinery is used in poor working conditions, which often leads to the failure of the steering mechanical limiter. Therefore, it is also necessary to determine whether there is a fault in the steering mechanical limiter structure to ensure that the steering angle of the steering system is within a preset range. The monitoring method in this embodiment also includes the following steps: Step S5, comparing the actual steering angle with the preset theoretical maximum steering angle; if the actual steering angle is greater than the theoretical maximum steering angle, triggering a third steering fault alarm, and determining that the fault source is the steering mechanical limit structure.
[0048] In summary, in this embodiment, the first steering fault alarm, the second steering fault alarm and the third steering fault alarm can correspond to the fault alarms of the steering kingpin, the steering system and the steering mechanical limit structure respectively, and for the steering kingpin, it can also be more specifically determined whether the fault source is the steering upper pin or the steering lower pin. In the actual operation process, maintenance personnel can clearly grasp the real-time fault situation and formulate corresponding maintenance strategies in time according to the fault situation, so as to ensure that the steering drive axle can continue to work reliably. Example 2
[0049] Based on the same inventive concept, the present invention provides a steering drive axle fault monitoring device, which is used to execute the steering drive axle fault monitoring method.
[0050] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the enlightenment of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the purpose of the present invention and the claims, which all fall within the protection of the present invention.
Claims
1. A fault monitoring method for a steering drive axle, the steering drive axle comprising an axle housing assembly and a steering system assembly, the steering system assembly comprising a steering upper pin, a steering lower pin and a steering cylinder, characterized in that: The method comprises: During the steering process, a first angle sensor preset on the steering upper pin and a first permanent magnet preset on the axle housing assembly are used to obtain a first measured steering angle; a second angle sensor preset on the steering lower pin and a second permanent magnet preset on the axle housing assembly are used to obtain a second measured steering angle; a displacement sensor pre-built into the steering oil cylinder is used to obtain the oil cylinder displacement, and a theoretical steering angle of the steering drive axle is determined according to the oil cylinder displacement; Determine a first relative change amount and a second relative change amount according to the first measured rotation angle and the second measured rotation angle; If at least one of the first relative change and the second relative change is greater than a preset change threshold, a first steering fault alarm is triggered; In response to the first steering fault alarm being triggered, a fault source of the first steering fault alarm is determined according to the first measured steering angle, the second measured steering angle and the theoretical steering angle.
2. A steering drive axle fault monitoring method according to claim 1, characterized in that: The calculation formulas for the first relative change and the second relative change are respectively: ; In the formula, Δ1 is the first relative change, Δ2 is the second relative change; α1 is the first measured rotation angle; α2 is the second measured rotation angle.
3. A fault monitoring method for a steering drive axle according to claim 2, characterized in that: Determining the theoretical steering angle of the steering drive axle according to the displacement of the oil cylinder includes: The oil cylinder displacement is input into a pre-constructed steering trapezoidal parameterized model, and the theoretical steering angle of the steering drive axle is determined according to the output result of the steering trapezoidal parameterized model.
4. A steering drive axle fault monitoring method according to claim 3, characterized in that: The method of determining the fault source of the first steering fault alarm according to the first measured steering angle, the second measured steering angle and the theoretical steering angle comprises: Determine a first error according to a difference between the first measured turning angle and the theoretical steering angle, and determine a second error according to a difference between the second measured turning angle and the theoretical steering angle; The first error and the second error are compared to determine a fault source of the first steering fault alarm.
5. A fault monitoring method for a steering drive axle according to claim 4, characterized in that: The comparing the first error and the second error to determine the fault source of the first steering fault alarm includes: If the first error is greater than the second error, it is determined that the fault source of the first steering fault alarm is the radial support bearing connected to the steering upper pin; If the second error is greater than the first error, it is determined that the fault source of the first steering fault alarm is the axial support bearing connected to the steering lower pin.
6. A method for monitoring a steering drive axle fault according to claim 3, characterized in that: The method further comprises: If the first relative change and the second relative change are both smaller than a preset change threshold, determining an actual steering angle according to the first measured turning angle and the second measured turning angle; determining a steering error according to the actual steering angle and the theoretical steering angle; If the steering error is less than or equal to a first preset error threshold, it is determined that the steering system is working normally; If the steering error is greater than a first preset error threshold and less than or equal to a second preset error threshold, adjusting the displacement of the steering cylinder according to the steering error to correct the actual steering angle so that the actual steering angle is the same as the theoretical steering angle; If the steering error is greater than the second preset error threshold, a second steering fault alarm is triggered, and the fault source is determined to be the steering system.
7. A steering drive axle fault monitoring method according to claim 6, characterized in that: The adjusting the cylinder displacement of the steering cylinder according to the steering error comprises: Based on a steering trapezoidal parameterized model pre-built into the steering drive axle, the compensation displacement of the steering cylinder is determined according to the steering error, and the steering cylinder is adjusted according to the compensation displacement.
8. The method for monitoring the fault of a steering drive axle according to claim 6, characterized in that: The calculation formula of the actual steering angle is: ; Where α is the actual steering angle; α1 is the first measured rotation angle; α2 is the second measured rotation angle.
9. A steering drive axle fault monitoring method according to claim 8, characterized in that: The calculation formula of the steering error is: ; Where Δ is the steering error and α3 is the theoretical steering angle.
10. The method for monitoring the fault of a steering drive axle according to claim 8, characterized in that: The method further comprises: comparing the actual steering angle with a preset theoretical maximum steering angle; If the actual steering angle is greater than the theoretical maximum steering angle, a third steering fault alarm is triggered, and the fault source is determined to be the steering mechanical limit structure.