A hall effect speed sensor

Abstract

The application relates to the technical field of speed sensors, in particular to a Hall type speed sensor which comprises a shift component, a deflection component, a connecting device and a calibration device; the shift component is fixedly installed in a vehicle body; the deflection component is rotatably installed in the shift component; the connecting device is connected between the deflection component and a magnetic gear; the calibration device is connected with the shift component; the relative positions between Hall elements and the magnetic gear are ensured not to change through the shift component and the deflection component, the detection precision is improved, and when the Hall elements rotate in the rotating direction of the magnetic gear, the calibration device corrects the deflection angle to the speed measurement result; the problem that the speed measurement result is inaccurate due to the fact that the Hall elements and the magnetic gear vibrate and the frequencies and amplitudes are different is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of speed sensor, in particular to a Hall type speed sensor. BACKGROUND

[0002] The Hall type speed sensor is a sensor for measuring rotational speed or linear speed based on the principle of Hall effect, which is mainly composed of a Hall element, a permanent magnet, a signal circuit and a packaging interface, and is widely used in the fields of automobiles, aerospace and industrial manufacturing.

[0003] When the Hall type speed sensor is used for speed measurement on a car, a magnetic gear is installed on the rotating shaft that needs to be measured, and the Hall type speed sensor is fixed near the magnetic gear. The periodic movement of the magnetic gear teeth causes fluctuations in the magnetic field strength, thereby forming a pulse signal. The rotational speed can be calculated by the frequency of the pulse signal. However, when the car is suddenly braked or vibrates, the gap between the sensor and the gear will change dynamically, causing non-periodic fluctuations in the magnetic field strength, resulting in fluctuations or intermittent interruptions in the output waveform of the sensor, and thus errors in the speed measurement result. The prior art has proposed a solution to the problem of errors in the speed measurement result caused by mechanical vibration, such as the speed sensor with patent number CN217655142U. Two Hall elements are arranged in opposite directions, and two magnetic steels with opposite magnetic poles are arranged on the drum. The two Hall elements transmit the measured data to the single-chip microcomputer after detecting the corresponding magnetic steels. The single-chip microcomputer verifies and corrects the signals of the two Hall elements through the phase difference of the signals, thereby reducing the influence of mechanical vibration on the speed measurement data.

[0004] Although the prior art has solved the problem of errors in the speed measurement result caused by fluctuations in the pulse signal during vibration, it still has the following problems: when used on a car, the body of the car will vibrate, causing the magnetic gear and the Hall element to vibrate to different degrees. At this time, the distance between the Hall element and the magnetic gear changes irregularly. When multiple Hall elements are used for mutual verification and correction, the vibration frequencies and amplitudes of the multiple Hall elements are different, so this method cannot solve the problem of errors in the speed measurement result caused by overall vibration.

[0005] In view of the above situation, in order to overcome the above technical problems, the present application designs a Hall type speed sensor. SUMMARY

[0006] The application provides a Hall type speed sensor, solves the problem that the vibration of the Hall element and the magnetic gear with different frequency and amplitude leads to inaccurate speed measurement result, and through the setting of the offset assembly and the deflection assembly, when the magnetic gear and the Hall element are offset in the horizontal direction and the vertical direction, the offset assembly and the connecting device will make the magnetic gear and the Hall element offset synchronously and play a damping effect, so that the relative position of the two is ensured not to change; when the magnetic gear and the rotating shaft thereof are deflected, the deflection assembly drives the Hall element to rotate in the offset assembly, so that the relative position of the magnetic gear and the Hall element does not change; and when the Hall element and the magnetic gear are relatively rotated in the rotating direction of the magnetic gear, the calibration device will calculate the deflection angle and compensate the speed measurement data of the Hall element, so that the speed measurement result is ensured to be accurate.

[0007] To achieve the above object, the application provides the following technical scheme.

[0008] The Hall type speed sensor comprises a magnetic gear and a signal cable, further comprises a Hall element, a synchronous device, a connecting device and a calibration device, the Hall element is connected with the signal cable, the synchronous device comprises an offset assembly and a deflection assembly, the offset assembly is fixedly installed in a vehicle body, the deflection assembly is rotatably installed in the offset assembly, the connecting device is connected between the deflection assembly and the magnetic gear, the deflection assembly and the Hall element are deflected in the offset assembly through the connecting device when the magnetic gear is deflected, the Hall element and the magnetic gear are synchronously offset through the offset assembly when the magnetic gear is offset or the vehicle body is vibrated, the calibration device is connected with the offset assembly, and the speed measurement result of the Hall element is calculated and compensated when the offset assembly is deflected in the rotating direction of the magnetic gear.

[0009] Preferably, the offset assembly comprises a fixed seat, an offset sliding block and an offset spring, the fixed seat is fixedly installed in the vehicle body, an offset groove is formed in the fixed seat, the offset sliding block is slidably installed in the offset groove, and the offset spring is connected between the offset sliding block and the offset groove.

[0010] In the above scheme, when the vehicle body vibrates, the offset spring can absorb the vibration force to some extent, thereby reducing the vibration amplitude of the offset slider, and the offset spring will allow the offset slider to slide in the offset slot, on the one hand, the Hall element can move horizontally and vertically synchronously with the magnetic gear, thereby ensuring that the relative position relationship between the Hall element and the magnetic gear does not change, thereby ensuring the accuracy of the measurement, on the other hand, the offset amplitude can be reduced and the offset slider can be quickly reset; when the vehicle body does not vibrate, only the magnetic gear vibrates slightly under the high-speed rotation of the rotating shaft, the Hall element and the magnetic gear can vibrate synchronously with the help of the offset slider and the connecting device, and at this time the offset slider can apply a buffering force to the rotating shaft of the magnetic gear under the buffering and damping effect of the offset spring, thereby reducing the vibration of the magnetic gear and the rotating shaft thereof.

[0011] Preferably, the offset spring comprises a vertical spring and a horizontal spring; the vertical spring is connected to the upper and lower horizontal surfaces of the offset slider; the horizontal spring is connected to the four vertical surfaces of the offset slider, and the horizontal spring and the vertical spring are both conical springs.

[0012] In the above scheme, the horizontal spring and the vertical spring can realize the horizontal and vertical sliding of the Hall element driven by the offset slider, so that the Hall element has multiple degrees of freedom, thereby enabling the Hall element to synchronize the offset of the magnetic gear, and the conical offset spring can help the offset slider to slide vertically and horizontally at the same time. Compared with a cylindrical spring, the conical spring is less likely to deform plastically after being deformed in the axial direction, and has good fatigue resistance and recovery performance.

[0013] Preferably, the deflection assembly comprises an outer shell, a deflection slot, a deflection joint and a limiting assembly; the outer shell is sleeved outside the Hall element and connected with the connecting device; the deflection slot is opened in the offset slider; the deflection joint is connected with the outer shell and installed in the deflection slot; and the limiting assembly is connected with the deflection joint.

[0014] In the above scheme, when the vehicle body vibrates, the deflection joint can help the outer shell to drive the Hall element inside to quickly deflect, improve the response speed, and reduce the number of horizontal springs and vertical springs that need to be compressed, while reducing the amplitude of the axial deformation of the horizontal spring and the vertical spring, thereby prolonging the service life. In addition, when the fixed seat and the offset slider vibrate with a large amplitude, the vibration will not be transmitted to the magnetic gear and the rotating shaft thereof through the mutual rotation between the deflection slot and the deflection joint, thereby ensuring the smooth rotation of the magnetic gear and the rotating shaft thereof.

[0015] Preferably, the limiting assembly comprises a limiting slot and a limiting rod; the limiting slot is arranged on the deflection joint; one end of the limiting rod is connected with the inner wall of the deflection slot of the deflection slider, and the other end is installed in the limiting slot.

[0016] In the above scheme, when the shaft of the magnetic gear deflects, the deflection of the deflection joint in the deflection slot can keep the Hall element and the magnetic gear in the same relative position. However, when the deflection joint drives the Hall element to rotate in the same direction or opposite direction as the magnetic gear, the relative rotation between the Hall element and the magnetic gear will occur, resulting in a small deviation in the speed measurement result. After the rotation in this direction, the magnetic gear cannot be reset by the connecting device because the magnetic gear needs to rotate relative to the Hall element during the speed measurement. Therefore, the limiting assembly limits the rotation of the magnetic gear in the direction of rotation, improving the accuracy of detection.

[0017] Preferably, the limiting slot is an annular slot, and the axis of the limiting slot is perpendicular to the axis of the magnetic gear; the diameter of the limiting rod is equal to the width of the limiting slot.

[0018] In the above scheme, the limiting slot is an annular slot, and the axis of the limiting slot is perpendicular to the axis of the magnetic gear. This can ensure that the deflection joint can rotate in all directions except the same direction or opposite direction as the magnetic gear, thereby ensuring that the magnetic gear can be compensated by the deflection joint when the shaft deflects in all directions except the direction of rotation. After limiting the direction of rotation of the magnetic gear, the magnetic gear and its shaft can be reset when it deflects in other directions, and the deflection joint is automatically reset by the connecting device during the resetting process, thereby ensuring that the Hall element and the magnetic gear always maintain the same relative position. At this time, the Hall element can only be deflected by the deflection slider to realize the deflection in the direction of rotation of the magnetic gear.

[0019] Preferably, the connecting device comprises a connecting arm, a fixed disc, a half-turn slot, and a rotor; one end of the connecting arm is connected with the outer shell, and the other end is sleeved on the end face of the magnetic gear; the fixed disc is arranged outside the connecting arm and is connected with the magnetic gear by threads; the half-turn slot is arranged on the connecting arm and the fixed disc; and the rotor is circumferentially arranged in the half-turn slot.

[0020] In the above scheme, when the magnetic gear deflects, the deflection is transmitted to the connecting arm by the rotor. Since the connecting arm is a rigid structure, it can drive the deflection joint to rotate in the deflection slot. The rotor can convert the friction of the squeezed end face into rolling friction, thereby ensuring that the magnetic gear does not produce excessive friction when it is squeezed by the connecting arm, and thus the normal rotation of the magnetic gear is not affected.

[0021] Preferably, the calibration device comprises angle sensor one and angle sensor two; the angle sensor one is arranged at the uppermost end of the offset slot and is aligned with the top of the offset slider; the angle sensor two is arranged at the uppermost end of the offset slot and is aligned with the top of the offset slider, and is arranged on the same vertical plane as the angle sensor one.

[0022] In the above scheme, the deflection angle of the offset slider can be calculated by the angle sensor one and the angle sensor two, and since the deflection angle of the offset slider is equal to the deflection angle of the Hall element relative to the magnetic gear in the rotation direction, the measured deflection angle can be used to compensate the speed measurement data of the Hall element, making the result more accurate.

[0023] Compared with the prior art, the beneficial effects of the present application are:

[0024] 1. Compared with the existing Hall type speed sensor, the present application sets the offset component, the deflection component and the connecting device rigidly connecting the Hall element and the magnetic gear. When the vehicle body vibrates, the offset spring can absorb the vibration while allowing the offset slider to slide in the offset slot, so that the Hall element can move horizontally and vertically synchronously with the magnetic gear, thereby ensuring that the relative position relationship between the Hall element and the magnetic gear does not change, and further ensuring the accuracy of the measurement. When the magnetic gear and the shaft thereof deflect, the deflection of the deflection joint in the deflection slot can keep the Hall element and the magnetic gear at the same relative position, and can quickly respond, ensuring that the speed measurement result is more accurate.

[0025] 2. The present application sets the limiting component, and the axis of the limiting slot is perpendicular to the axis of the magnetic gear, so that the deflection joint cannot rotate in the same or opposite rotation direction of the magnetic gear, thereby keeping the relative position between the Hall element and the magnetic gear unchanged when the deflection joint rotates, and limiting the rotation direction of the magnetic gear. After limiting the rotation direction of the magnetic gear, the magnetic gear and the shaft thereof can be reset when they deflect in the remaining directions, and the deflection joint is automatically reset during the resetting process through the connecting device, thereby keeping the Hall element and the magnetic gear at the same relative position, and further ensuring the accuracy of the speed measurement result.

[0026] 3. The present application sets the angle sensor one and the angle sensor two to calculate the deflection angle of the offset slider. Since the deflection angle of the offset slider is equal to the deflection angle of the Hall element relative to the magnetic gear in the rotation direction, the deflection angle data can be used to compensate the speed measurement data of the Hall element when the Hall element deflects relative to the magnetic gear, thereby ensuring the accuracy of the final speed measurement result. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the specific embodiments of the present application or the prior art, the drawings required to be used in the description of the specific embodiments or the prior art will be briefly introduced. Obviously, the drawings described below are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0028] Figure 1 is a schematic diagram of the internal structure of the fixed seat of the present application;

[0029] Figure 2 is a schematic diagram of the internal structure of the fixed seat of the present application;

[0030] Figure 3 is a schematic diagram of the connection relationship between the offset slider and the fixed seat of the present application;

[0031] Figure 4 is a top view of the internal structure of the fixed seat of the present application;

[0032] Figure 5 is an exploded view of the present application;

[0033] Figure 6 is a sectional view of the connecting device of the present application;

[0034] Figure 7 is a schematic diagram of the installation position of the calibration device of the present application;

[0035] Figure 8 is a schematic diagram of the rotation state of the deflection joint in the deflection state of the magnetic gear of the present application;

[0036] In the figure: 1, magnetic gear; 2, signal cable; 3, Hall element; 4, synchronization device; 41, offset assembly; 411, fixed seat; 4111, offset slot; 412, offset slider; 413, offset spring; 4131, vertical spring; 4132, horizontal spring; 42, deflection assembly; 421, outer housing; 422, deflection slot; 423, deflection joint; 424, limiting assembly; 4241, limiting slot; 4242, limiting rod; 5, connecting device; 51, connecting arm; 52, fixed disc; 53, half-turn slot; 54, rotor; 6, calibration device; 61, angle sensor one; 62, angle sensor two. DETAILED DESCRIPTION

[0037] In order to better understand the above technical solutions, the above technical solutions will be described in detail below in combination with the drawings in the specification and the specific embodiments.

[0038] Please refer to Figures 1 to 8 , the present application provides a Hall type speed sensor, and the technical solutions are as follows:

[0039] As a specific embodiment of the present application, with reference to Figure 1 、 Figure 2 and Figure 5 , a Hall type speed sensor comprises a magnetic gear 1 and a signal cable 2; further comprising a Hall element 3, a synchronization device 4, a connecting device 5 and a calibration device 6; the Hall element 3 is connected with the signal cable 2; the synchronization device 4 comprises a deflection assembly 41 and a deflection assembly 42; the deflection assembly 41 is fixedly installed in the vehicle body; the deflection assembly 42 is rotatably installed in the deflection assembly 41; the connecting device 5 is connected between the deflection assembly 42 and the magnetic gear 1, when the magnetic gear 1 deflects, the deflection assembly 42 and the Hall element 3 are driven by the connecting device 5 to deflect in the deflection assembly 41, when the magnetic gear 1 deflects or the vehicle body vibrates, the Hall element 3 and the magnetic gear 1 are driven by the connecting device 5 to synchronously deflect through the deflection assembly 41; the calibration device 6 is connected with the deflection assembly 41, when the deflection assembly 41 deflects in the rotating direction of the magnetic gear 1, the calibration device 6 measures and corrects the speed measurement result of the Hall element 3.

[0040] As a specific embodiment of the present application, with reference to Figure 2 、 Figure 3 and Figure 4 , the deflection assembly 41 comprises a fixed seat 411, a deflection sliding block 412 and a deflection spring 413; the fixed seat 411 is fixedly installed in the vehicle body, and a deflection groove 4111 is formed in the fixed seat 411; the deflection sliding block 412 is slidably installed in the deflection groove 4111; the deflection spring 413 is connected between the deflection sliding block 412 and the deflection groove 4111. When the vehicle body vibrates, the deflection spring 413 can absorb a certain vibration force, thereby reducing the vibration amplitude of the deflection sliding block 412, and the deflection spring 413 will allow the deflection sliding block 412 to slide in the deflection groove 4111, on the one hand, the Hall element 3 can synchronously move horizontally and vertically with the magnetic gear 1, thereby ensuring that the relative position relationship between the Hall element 3 and the magnetic gear 1 does not change, thereby ensuring the measurement accuracy, on the other hand, the deflection amplitude can be reduced and the deflection sliding block 412 can be quickly reset; when the vehicle body does not vibrate, only the shaft on which the magnetic gear 1 is located vibrates slightly at high speed, the Hall element 3 and the magnetic gear 1 can be synchronously vibrated with the help of the deflection sliding block 412 and the connecting device 5, and at this time, the deflection sliding block 412 can react the buffering force to the shaft on which the magnetic gear 1 is located under the buffering and damping action of the deflection spring 413, thereby reducing the vibration of the magnetic gear 1 and the shaft on which the magnetic gear 1 is located.

[0041] As a specific embodiment of the present application, with reference to Figure 3 、 Figure 4 and Figure 5The offset spring 413 comprises vertical springs 4131 and horizontal springs 4132; the vertical springs 4131 are connected to the upper and lower horizontal surfaces of the offset slider 412; the horizontal springs 4132 are connected to the four vertical surfaces of the offset slider 412, and the horizontal springs 4132 and the vertical springs 4131 are all conical springs. The horizontal springs 4132 and the vertical springs 4131 can drive the Hall element 3 to slide in the horizontal direction and the vertical direction, so that the Hall element 3 has multiple degrees of freedom, thereby enabling the Hall element 3 to synchronize the offset of the magnetic gear 1, and the conical offset spring 413 can help the offset slider 412 to slide vertically and horizontally at the same time. Compared with a cylindrical spring, the conical spring is less likely to deform plastically after being deformed in the axial direction, and has good fatigue resistance and recovery performance.

[0042] As a specific embodiment of the present application, refer to Figure 3 、 Figure 4 、 Figure 5 and Figure 8 The deflection assembly 42 comprises an outer shell 421, a deflection groove 422, a deflection joint 423 and a limiting assembly 424; the outer shell 421 is sleeved on the Hall element 3 and connected with the connecting device 5; the deflection groove 422 is arranged in the offset slider 412; the deflection joint 423 is connected with the outer shell 421 and arranged in the deflection groove 422; and the limiting assembly 424 is connected with the deflection joint 423. When the vehicle body vibrates, the deflection joint 423 can help the outer shell 421 to rapidly deflect the Hall element 3 in the outer shell 421, improve the response speed, and reduce the number of horizontal springs 4132 and vertical springs 4131 that need to be compressed, and reduce the amplitude of the axial deformation of the horizontal springs 4132 and the vertical springs 4131, thereby prolonging the service life. In addition, when the fixed seat 411 and the offset slider 412 vibrate greatly, the vibration cannot be transmitted to the magnetic gear 1 and the shaft on which the magnetic gear 1 is arranged through the mutual rotation between the deflection groove 422 and the deflection joint 423, thereby ensuring the smooth rotation of the magnetic gear 1 and the shaft on which the magnetic gear 1 is arranged.

[0043] As a specific embodiment of the present application, refer to Figure 4 、 Figure 5 and Figure 7The limiting assembly 424 comprises a limiting groove 4241 and a limiting rod 4242; the limiting groove 4241 is arranged on the deflection joint 423; one end of the limiting rod 4242 is connected with the inner wall of the deflection groove 422 of the deflection slider 412, and the other end is arranged in the limiting groove 4241. When the shaft where the magnetic gear 1 is arranged deflects, the deflection of the deflection joint 423 in the deflection groove 422 can keep the Hall element 3 and the magnetic gear 1 in the same relative position. However, when the deflection joint 423 drives the Hall element 3 to rotate in the same direction or the opposite direction of the magnetic gear 1, the relative rotation between the Hall element 3 and the magnetic gear 1 will occur, which will cause a small deviation of the speed measurement result. After the rotation in the direction, the magnetic gear 1 needs to rotate relative to the Hall element 3 in the speed measurement process, so the connecting device 5 cannot drive the magnetic gear 1 to reset, and therefore the limiting assembly 424 will limit the rotation of the magnetic gear 1 in the direction, thereby improving the detection accuracy. The limiting groove 4241 is an annular groove, and the axis of the limiting groove 4241 is perpendicular to the axis of the magnetic gear 1. The diameter of the limiting rod 4242 is equal to the width of the limiting groove 4241. The annular limiting groove 4241 and the perpendicular axis of the limiting groove 4241 and the axis of the magnetic gear 1 can ensure that the deflection joint 423 can rotate in the direction except the same direction or the opposite direction of the magnetic gear 1, thereby ensuring that the magnetic gear 1 can be compensated by the deflection joint 423 except the deflection in the rotation direction. After the limiting of the rotation direction of the magnetic gear 1, when the deflection occurs in the remaining directions, the magnetic gear 1 and the shaft can reset, and the deflection joint 423 is automatically reset by the connecting device 5 during the resetting process, thereby ensuring that the Hall element 3 and the magnetic gear 1 keep the same relative position. At this time, the Hall element 3 can only be deflected by the deflection of the deflection slider 412 to realize the deflection in the rotation direction of the magnetic gear 1.

[0044] As a specific embodiment of the present application, reference is made to Figure 5 、 Figure 6 and Figure 8The connecting device 5 comprises a connecting arm 51, a fixed disc 52, a semi-rotation slot 53 and a rotor 54; one end of the connecting arm 51 is connected with the outer shell 421, and the other end is sleeved on the position of the two end faces of the magnetic gear 1; the fixed disc 52 is arranged outside the connecting arm 51 and is connected with the magnetic gear 1 through threads; the semi-rotation slot 53 is correspondingly arranged on the connecting arm 51 and the fixed disc 52; and the rotor 54 is circumferentially arranged in the semi-rotation slot 53. When the magnetic gear 1 occurs deflection vibration, the deflection is transmitted to the connecting arm 51 through the rotor 54, and the deflection joint 423 can be driven to rotate in the deflection slot 422 due to the rigid structure of the connecting arm 51, and the deflection joint 423 and the deflection slot 422 are in a spherical structure, so that the rotating resistance is small, thereby ensuring that when the magnetic gear 1 occurs deflection and generates extrusion on the connecting arm 51, the friction force is not too large, and the normal rotation of the magnetic gear 1 is not affected, at the same time, the rotor 54 converts the end face friction into rolling friction, which can minimize the friction force, thereby reducing the influence on the normal rotation of the magnetic gear 1.

[0045] As a specific embodiment of the present application, reference is made to Figure 7The calibration device 6 comprises an angle sensor one 61 and an angle sensor two 62; the angle sensor one 61 is arranged at the uppermost end of the offset slot 4111 and is aligned with the upper part of the offset slider 412; the angle sensor two 62 is arranged at the uppermost end of the offset slot 4111 and is aligned with the top of the offset slider 412, and is arranged in the same vertical plane as the angle sensor one 61. When the Hall element 3 deflects in the rotation direction of the magnetic gear 1, the deflection joint 423 is limited by the limiting rod 4242, and can only deflect together with the Hall element 3 by deforming the vertical spring 4131 and the horizontal spring 4132, at which time the angle of deflection of the offset slider 412 in the rotation direction of the magnetic gear 1 is equal to the angle of deflection of the Hall element 3 (and since the fixed seat 411 is fixed to the vehicle body by bolts, when subjected to vibration, it mainly performs horizontal or vertical offset relative to the vehicle body and its internal structure, and does not rotate, so the plane where the angle sensor one 61 and the angle sensor two 62 are located can be regarded as a reference plane, and the horizontal offset, vertical offset and combined offset of the magnetic gear 1 relative to the reference plane can be compensated by the offset spring 413, at which time the angle of deflection of the offset slider 412 relative to the reference plane can be approximately regarded as the angle of deflection relative to the rotation direction of the magnetic gear 1), two points on the top of the offset slider 412 are measured by the angle sensor one 61 and the angle sensor two 62, two distance values are measured, and the distance between the angle sensor one 61 and the angle sensor two 62 is projected onto the plane to obtain the angle of deflection of the offset slider 412 in the rotation direction of the magnetic gear 1, which is equal to the deflection angle of the Hall element 3, and the result of the detection and calculation of the Hall element 3 can be corrected by the angle.

[0046] Working principle: when the magnetic gear 1 and the fixed seat 411 occur radial offset or axial offset, the offset assembly 41 and the deflection assembly 42 drive the outer housing 421 and the Hall element 3 inside it through the connecting device 5 to move the same as the magnetic gear 1, so that the magnetic gear 1 and the Hall element 3 always maintain the same relative positional relationship, and when the Hall element 3 deflects relative to the magnetic gear 1, the calibration device 6 corrects the speed measurement result of the Hall element 3 by measuring the deflection angle.

[0047] Specifically, when the magnetic gear 1 deviates relative to the fixed seat 411, if the magnetic gear 1 and the rotating shaft on which it is located deviate radially or axially, the magnetic gear 1 squeezes the rotor 54 through the fixed disk 52 fixedly connected thereto, and then squeezes the connecting arm 51 rigidly connected to the outer shell 421 through the rotor 54. At this time, the connecting arm 51 drives the outer shell 421 and the Hall element 3 inside it to deviate together. At this time, the outer shell 421 squeezes the offset slider 412 through the deflection joint 423, so that the offset slider 412 squeezes the offset spring 413 to move in the offset groove 4111, so that the Hall element 3 can synchronize the deflection of the magnetic gear 1, and the offset spring 413 will also provide a shock-absorbing effect in this process; when the magnetic gear 1 deflects relative to the fixed seat 411, such as Figure 8 As shown, the deflection joint 423 can help the outer shell 421 and the Hall element 3 inside it to deflect quickly in the deflection slot 422, ensuring that the relative position of the magnetic gear 1 and the Hall element 3 does not change, thereby ensuring the accuracy of the speed measurement result; due to the limiting effect of the limiting component 424, the deflection joint 423 can be prevented from rotating in the rotation direction of the magnetic gear 1, so that the Hall element 3 will not rotate in the rotation direction of the magnetic gear 1 (including the opposite direction) when normal vibration occurs. The relative position relationship between the Hall element 3 and the magnetic gear 1 is mainly maintained by the synthetic movement of the offset slider 412 in the horizontal and vertical directions and the rotation of the deflection joint 423. When the vehicle body vibrates greatly, the overall equipment will vibrate significantly, and the Hall element 3 will vibrate in the magnetic When the gear 1 rotates in the rotation direction, the deflection joint 423 is restricted by the limit rod 4242, and it can only realize the deflection of the Hall element 3 and the offset slider 412 together through the deformation of the vertical spring 4131 and the horizontal spring 4132. At this time, the deflection angle of the offset slider 412 in the rotation direction of the magnetic gear 1 is equal to the deflection angle of the Hall element 3. Two points on the top of the offset slider 412 are measured by the angle sensor 1 61 and the angle sensor 2 62, and two distance values ​​are measured. The distance between the angle sensor 1 61 and the angle sensor 2 62 can be used to obtain the deflection angle of the offset slider 412 in the rotation direction of the magnetic gear 1. This angle is equal to the deflection angle of the Hall element 3. The speed measurement result of the Hall element 3 can be corrected by this angle.

[0048] The basic principles, main features, and advantages of the present invention are shown and described above. It should be understood by those skilled in the art that the present invention is not limited to the foregoing embodiments. The foregoing embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and modifications are intended to fall within the scope of the present invention as claimed, which is defined by the appended claims and their equivalents.

Claims

1. A Hall type speed sensor comprising a magnetic gear (1) and a signal cable (2); characterized in that: It also includes Hall element (3), synchronous device (4), connecting device (5) and calibration device (6); the Hall element (3) is connected with signal cable (2); the synchronous device (4) includes offset component (41) and deflection component (42); the offset component (41) is fixedly installed in the vehicle body; the deflection component (42) is rotatably installed in the offset component (41); the connecting device (5) is connected between the deflection component (42) and the magnetic gear (1), the magnetic gear (1) is deflected, the deflection component (42) and the Hall element (3) are driven in the offset component (41) through the connecting device (5), the magnetic gear (1) is offset or the vehicle body is vibrated, the Hall element (3) and the magnetic gear (1) are synchronously offset through the offset component (41) by the connecting device (5); the calibration device (6) is connected with the offset component (41), when the offset component (41) is deflected in the rotation direction of the magnetic gear (1), the calibration device (6) measures and corrects the speed measurement result of the Hall element (3); The offset component (41) includes fixed seat (411), offset sliding block (412) and offset spring (413); the fixed seat (411) is fixedly installed in the vehicle body, and the offset slot (4111) is formed in the fixed seat (411); the offset sliding block (412) is slidably installed in the offset slot (4111); the offset spring (413) is connected between the offset sliding block (412) and the offset slot (4111); The deflection component (42) includes outer shell (421), deflection slot (422), deflection joint (423) and limiting component (424); the outer shell (421) is sleeved on the Hall element (3) and connected with the connecting device (5); the deflection slot (422) is formed in the offset sliding block (412); the deflection joint (423) is connected with the outer shell (421) and installed in the deflection slot (422); the limiting component (424) is connected with the deflection joint (423) and limits the deflection joint (423) in the rotation direction of the magnetic gear (1); The limiting component (424) includes limiting slot (4241) and limiting rod (4242); the limiting slot (4241) is formed on the deflection joint (423); one end of the limiting rod (4242) is connected with the inner wall of the deflection slot (422) of the offset sliding block (412), and the other end is installed in the limiting slot (4241); The connecting device (5) includes connecting arm (51), fixed disc (52), half rotation slot (53) and rotor (54); one end of the connecting arm (51) is connected with the outer shell (421), and the other end is sleeved on the both end surfaces of the magnetic gear (1); the fixed disc (52) is arranged on the outer side of the connecting arm (51) and connected with the magnetic gear (1) through threads; the half rotation slot (53) is formed in the connecting arm (51) and the fixed disc (52); the rotor (54) is circumferentially arranged in the half rotation slot (53); The calibration device (6) comprises an angle sensor one (61) and an angle sensor two (62); the angle sensor one (61) is arranged at the uppermost end of the offset slot (4111) and is aligned with the top of the offset slider (412); the angle sensor two (62) is arranged at the uppermost end of the offset slot (4111) and is aligned with the upper part of the offset slider (412), and is arranged on the same vertical plane as the angle sensor one (61).

2. A Hall effect speed sensor according to claim 1, characterised in that: The offset spring (413) comprises a vertical spring (4131) and a horizontal spring (4132); the vertical spring (4131) is connected to the upper and lower horizontal planes of the offset slider (412); the horizontal spring (4132) is connected to the four vertical planes of the offset slider (412), and the horizontal spring (4132) and the vertical spring (4131) are both conical springs.

3. A Hall effect speed sensor according to claim 1, wherein: The limiting slot (4241) is an annular slot, and the axis of the limiting slot (4241) is perpendicular to the axis of the magnetic gear (1); the limiting rod (4242) has a diameter equal to the width of the limiting slot (4241).

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