Steering wheel angle sensor and brake control method thereof

Abstract

The invention discloses a steering wheel angle sensor and a brake control method thereof.The steering wheel angle sensor comprises a shell and a supporting frame, a hollow sleeve assembly is installed in the supporting frame, the sleeve assembly is detachably connected with the supporting frame through a wrapping piece, and the sleeve assembly comprises a first shaft body and a second shaft body which are detachable; first tooth grooves are formed in the circumferential face of the first shaft body and the circumferential face of the second shaft body, a transmission mechanism and a circuit board are arranged in the shell, the first tooth grooves are meshed with the transmission mechanism, and a permanent magnet and a Hall sensing module are arranged on the transmission mechanism and the circuit board respectively. The first shaft body and the second shaft body are detachably arranged on the sleeve assembly, the sleeve assembly and the supporting frame are detachably arranged through the wrapping piece, and therefore the sleeve assembly can be directly assembled on the transmission shaft under the condition that the transmission shaft of the steering wheel does not need to be disassembled; the steering wheel module does not need to be disassembled, the disassembling cost is greatly saved, and therefore the steering wheel module can be conveniently installed on an existing vehicle on a large scale.

Description

Technical Field

[0001] This invention relates to the field of sensors, and more specifically to a steering wheel angle sensor and a method for controlling the brakes thereon. Background Technology

[0002] A steering wheel angle sensor is a key automotive component used to detect the steering wheel's rotation angle, direction, and speed. It is typically mounted on the steering wheel drive shaft and works by converting mechanical rotation into electrical signals using principles such as the Hall effect or photoelectric effect.

[0003] Currently, when installing steering wheel angle sensors on existing vehicles, the entire steering wheel module needs to be disassembled before the steering wheel angle sensor can be fitted onto the steering wheel drive shaft. This is not only time-consuming and labor-intensive, but also may pose a safety hazard to the vehicle when disassembling the steering wheel module. Summary of the Invention

[0004] To address the aforementioned problems, this invention provides a steering wheel angle sensor, comprising a housing, a support frame disposed on one side of the housing, and a hollow sleeve assembly installed within the support frame. The sleeve assembly is detachably connected to the support frame via a wrapping component and is capable of axial rotation within the support frame. The sleeve assembly includes a detachable first shaft and a second shaft, with first toothed grooves provided on the circumferential surfaces of the first and second shafts. A transmission mechanism and a circuit board are disposed within the housing, with the first toothed grooves and the transmission mechanism meshing with each other. A permanent magnet and a Hall effect sensor module are respectively disposed on the transmission mechanism and the circuit board.

[0005] Furthermore, both the first shaft and the second shaft are semi-circular in shape, and a first through hole and a second through hole are respectively provided on the circumferential surface of the first shaft and the second shaft. When the first shaft and the second shaft are spliced ​​together to form a circular sleeve assembly, the first through hole and the second through hole are aligned with each other.

[0006] Furthermore, there are four of each of the first and second through holes, and they are respectively arranged in pairs at the top and bottom of the first and second through holes, with the first tooth groove located between the first and second through holes.

[0007] Furthermore, there are two support frames, and a semi-circular groove is provided on the side of the support frame away from the housing. When the sleeve assembly is installed in the support frame, the groove contacts the circumferential surfaces of the first shaft and the second shaft respectively, and is located on both sides of the first tooth groove.

[0008] Furthermore, the package is semi-circular, with connecting ends at both ends, a third through hole at the connecting end, and a fourth through hole at the top of both ends of the slot.

[0009] Furthermore, the transmission mechanism includes a first transmission gear and a second transmission gear. The first transmission gear includes a second tooth groove and a third tooth groove on the same axis. The second tooth groove meshes with the first tooth groove, and the third tooth groove meshes with the second transmission gear.

[0010] Furthermore, a support plate is fixed inside the housing, and the first transmission gear and the second transmission gear are respectively installed on one side of the support plate. A through groove is provided on one side of the housing, and the second gear protrudes from the through groove.

[0011] Furthermore, a permanent magnet is mounted on the second transmission gear, and the circuit board is disposed on one side of the support plate and covers the housing.

[0012] This application also provides a method for controlling brakes using a steering wheel angle sensor, comprising the following steps: Step A, setting the working trigger time of the brake motor in the system; Step B, collecting vehicle turning trend information and determining the time when the vehicle rolls over, then comparing the time when the vehicle rolls over with the working trigger time; Step C, determining whether the time when the vehicle rolls over within a first preset time reaches the working trigger time; if the time when the vehicle rolls over reaches the working trigger time, generating a brake motor start signal and executing Step D; otherwise, executing Step B; and Step D, sending the brake motor start signal to the brake motor, driving the brake control device through the brake motor to control the depressing or rebounding of the brake pedal, and controlling the depressing duration of the brake pedal according to the brake motor start signal and the working trigger time according to a second preset time.

[0013] Furthermore, the method includes the following steps: Step E, determining whether the number of times the time of the vehicle rollover coincides with the working trigger time of the brake motor in the system within the first preset time has reached a predetermined value. If it is within the predetermined value, an extended working signal for the brake motor start signal is generated and step F is executed; otherwise, step D is executed. Step F, sending the extended working signal for the brake motor start signal to the brake control device, and using the brake control device to extend the pressing time of the brake pedal to a third preset time.

[0014] Compared with the prior art, the beneficial effects of the present invention are: This application uses a first shaft and a second shaft that are detachable from each other for the sleeve assembly, and uses a wrapping component to detach the sleeve assembly from the support frame. This allows the sleeve assembly to be directly assembled onto the drive shaft without disassembling the steering wheel drive shaft, thereby achieving the purpose of rapid installation. At the same time, since the steering wheel drive shaft does not need to be disassembled, the disassembly cost is greatly reduced, thus facilitating large-scale installation on existing vehicles.

[0015] Additional aspects and advantages of the invention will be set forth in the description which follows, and in some respects will be obvious from the description or may be learned by practice of the invention. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is an exploded view of the overall structure of the present invention; Figure 2 This is a schematic diagram of the sleeve assembly of the present invention; Figure 3 This is a schematic diagram of the assembly between the sleeve assembly and the support frame of the present invention; Figure 4 This is a schematic diagram of the transmission structure of the present invention; Figure 5 This is a cross-sectional view of the overall structure of the present invention.

[0018] The reference numerals and names in the figure are as follows: The components include: housing 100, support frame 110, sleeve assembly 200, wrapping component 120, first shaft 210, second shaft 220, first tooth groove 230, transmission mechanism 300, circuit board 400, first through hole 211, second through hole 212, slot 111, connecting end 121, third through hole 122, fourth through hole 112, first transmission gear 310, second transmission gear 320, second tooth groove 311, third tooth groove 312, support plate 330, and through groove 140. Detailed Implementation

[0019] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] The present invention will now be described in more detail. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention. It should be noted that when an element is described as being "fixed to" another element, it can be directly on the other element, or one or more intermediate elements may exist between them. When an element is described as being "connected to" another element, it can be directly connected to the other element, or one or more intermediate elements may exist between them.

[0021] In the description of this invention, it should be noted that directional terms such as "front," "rear," "up," "down," "left," "right," "horizontal," "vertical," "horizontal," and "top," "bottom," etc., indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing the invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner or outer contours of each component itself. In the description of this invention, it should be noted that the use of terms such as "first" and "second" to define components is merely for the convenience of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0022] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the invention.

[0023] Furthermore, the technical features involved in the different embodiments of this application described below can be combined with each other as long as they do not conflict with each other.

[0024] The preferred embodiments of the present invention will now be further described with reference to the accompanying drawings. Figure 1 and Figure 2As shown, a steering wheel angle sensor includes a housing 100, a support frame 110 is provided on one side of the housing 100, and a hollow sleeve assembly 200 is installed inside the support frame 110. The sleeve assembly 200 is detachably connected to the support frame 110 through a wrapping member 120 and can rotate axially within the support frame 110. The sleeve assembly 200 includes a detachable first shaft 210 and a second shaft 220. A first tooth groove 230 is provided on the circumferential surface of the first shaft 210 and the second shaft 220. A transmission mechanism 300 and a circuit board 400 are provided inside the housing 100. The first tooth groove 230 and the transmission mechanism 300 mesh with each other. A permanent magnet and a Hall effect sensor module are respectively provided on the transmission mechanism 300 and the circuit board 400.

[0025] This application is mainly installed on the drive shaft of the steering wheel of a vehicle. In the working state of this embodiment, the first shaft 210 and the second shaft 220 are first sleeved on the drive shaft of the steering wheel to form a sleeve assembly 200, which tightly wraps around the drive shaft of the steering wheel. Then, the sleeve assembly 200 is installed on the support frame 110 through the wrapping member 120, so that the sleeve assembly 200 can freely rotate axially within the support frame 110. At the same time, the first tooth groove 230 and the transmission mechanism 300 mesh with each other. When the driver rotates the steering wheel, it drives the drive shaft to rotate, and at the same time drives the sleeve assembly 200 to rotate on the support frame 110. The frame 110 rotates within the frame. Since the first tooth groove 230 and the transmission mechanism 300 mesh with each other, the transmission mechanism 300 also rotates synchronously. During the rotation, since the transmission mechanism 300 and the circuit board 400 are respectively equipped with permanent magnets and Hall sensor modules, the permanent magnet will generate displacement during the rotation. Thus, the Hall sensor module can obtain the angle data of the transmission shaft from the displacement of the permanent magnet, thereby sensing the driver's rotation angle of the steering wheel. It should be noted that how the Hall sensor module obtains the angle data during the displacement of the permanent magnet is a conventional technology in the existing field, and it will not be elaborated here.

[0026] Compared with the prior art, this application makes the first shaft 210 and the second shaft 220 of the sleeve assembly 200 detachable, and uses the wrapping member 120 to make the sleeve assembly 200 and the support frame 110 detachable. This allows the sleeve assembly 200 to be directly assembled onto the drive shaft without disassembling the drive shaft of the steering wheel, thereby achieving the purpose of rapid installation. At the same time, since the steering wheel drive shaft does not need to be disassembled, the disassembly cost is greatly saved, which facilitates large-scale installation on existing vehicles.

[0027] Furthermore, based on the above embodiments, such as Figure 2As shown, both the first shaft 210 and the second shaft 220 are semi-circular in shape. A first through hole 211 and a second through hole 212 are respectively provided on the circumferential surface of the first shaft 210 and the second shaft 220. When the first shaft 210 and the second shaft 220 are spliced ​​together to form a circular sleeve assembly 200, the first through hole 211 and the second through hole 212 are aligned with each other. When it is necessary to wrap the first shaft 210 and the second shaft 220 around the steering wheel drive shaft, simply sleeve the first shaft 210 and the second shaft 220 onto the surface of the steering wheel drive shaft, align the first through hole 211 and the second through hole 212, and then use a screw to pass through the first through hole 211 and the second through hole 212 to lock the first shaft 210 and the second shaft 220 together.

[0028] Furthermore, based on the above embodiment, there are four of each of the first through holes 211 and the second through holes 212, and they are respectively arranged in pairs at the top and bottom of the first through holes 211 and the second through holes 212. The first tooth groove 230 is located between the first through holes 211 and the second through holes 212. In this way, when the first shaft 210 and the second shaft 220 are locked together, the first tooth groove 230 is located in the middle of the circumferential surface of the first shaft 210 and the second shaft 220. This can prevent the steering wheel drive shaft from rotating rapidly, so that when the first shaft 210 and the second shaft 220 rotate rapidly, the first tooth groove 230 can always be kept in the center, thereby better driving the transmission mechanism 300 to rotate synchronously.

[0029] Furthermore, based on the above embodiments, such as Figure 3 As shown, there are two support frames 110. A semi-circular groove 111 is provided on the side of each support frame 110 away from the housing 100. When the sleeve assembly 200 is installed inside the support frame 110, the groove 111 contacts the circumferential surfaces of the first shaft 210 and the second shaft 220, respectively, and is located on both sides of the first toothed groove 230. Thus, the groove 111 contacts both sides of the first toothed groove 230, and when the sleeve assembly 200 rotates, the support frame 110 can stably support the sleeve assembly 200.

[0030] Furthermore, based on the above embodiments, such as Figure 3As shown, the wrapping component 120 is semi-circular, with connecting ends 121 at both ends. A third through hole 122 is provided at each connecting end 121, and a fourth through hole 112 is provided at the top of both ends of the slot 111. After the sleeve assembly 200 is placed in the slot 111, the wrapping component 120 is installed on the other side of the sleeve assembly 200, cooperating with the slot 111 to wrap the outside of the sleeve assembly 200. Simultaneously, the third through hole 122 and the fourth through hole 112 are aligned, and a screw is passed through the third through hole 122 and the fourth through hole 112, locking the wrapping component 120 to the top of the slot 111, thus forming a detachable connection between the wrapping component 120 and the support frame 110.

[0031] Furthermore, based on the above embodiments, combined with Figure 4 and Figure 5 As shown, the transmission mechanism 300 includes a first transmission gear 310 and a second transmission gear 320. The first transmission gear 310 includes a coaxial second tooth groove 311 and a third tooth groove 312. The second tooth groove 311 meshes with the first tooth groove 230, and the third tooth groove 312 meshes with the second transmission gear 320. When the driver rotates the steering wheel, it drives the transmission shaft to rotate, which in turn drives the sleeve assembly 200 and the first tooth groove 230 to rotate within the support frame 110. Since the second tooth groove 311 meshes with the first tooth groove 230 and the third tooth groove 312 meshes with the second transmission gear 320, the first transmission gear 310 and the second transmission gear 320 can be driven to rotate synchronously.

[0032] Furthermore, based on the above embodiments, combined with Figure 3 , Figure 4 and Figure 5 As shown, a support plate 330 is fixed inside the housing 100. The first transmission gear 310 and the second transmission gear 320 are respectively mounted on one side of the support plate 330. A through groove 140 is provided on one side of the housing 100, and the second tooth groove 311 extends out from the through groove 140. In this way, when the first tooth groove 230 rotates, it can drive the first transmission gear 310 to rotate.

[0033] Furthermore, based on the above embodiments, combined with Figure 4 and Figure 5 As shown, a permanent magnet is mounted on the second transmission gear 320. The circuit board 400 is disposed on one side of the support plate 330 and covers the housing 100. When the first transmission gear 310 drives the second transmission gear 320 to rotate, the permanent magnet will generate displacement during the rotation. Thus, the Hall sensor module can obtain the angle data of the transmission shaft from the displacement of the permanent magnet.

[0034] This application also provides a method for controlling brakes using a steering wheel angle sensor, comprising the following steps: Step A, setting the working trigger time of the brake motor in the system; Step B, collecting vehicle turning trend information and determining the time when the vehicle rolls over, then comparing the time when the vehicle rolls over with the working trigger time; Step C, determining whether the time when the vehicle rolls over within a first preset time reaches the working trigger time; if the time when the vehicle rolls over reaches the working trigger time, generating a brake motor start signal and executing Step D; otherwise, executing Step B; and Step D, sending the brake motor start signal to the brake motor, driving the brake control device through the brake motor to control the depressing or rebounding of the brake pedal, and controlling the depressing duration of the brake pedal according to the brake motor start signal and the working trigger time according to a second preset time.

[0035] Specifically, in the above embodiment, for example, the working trigger time is set to 3. When the vehicle turning trend information is collected by the sensor and the time of vehicle rollover is 2, if the time of collision with the target is less than the working trigger time within the first preset time, it means that the time of vehicle rollover has reached the working trigger time, and the vehicle is about to roll over, thereby generating a brake motor start signal and executing step D. If the time of vehicle rollover is greater than the working trigger time, the brake motor start signal will not be over-issued, and the system will continue to wait for the determination between the working trigger time and the time of collision with the target.

[0036] As a preferred embodiment, the above steps may further include the following steps: Step E, determining whether the number of times the time of vehicle rollover reaches the working trigger time of the brake motor in the system within a first preset time reaches a predetermined value; if it is within the predetermined value, generating an extended working signal of the brake motor start signal and executing step F; otherwise, executing step D; Step F, sending the extended working signal of the brake motor start signal to the brake control device, and using the brake control device to extend the pressing time of the brake pedal to a third preset time.

[0037] Specifically, in the preferred embodiment described above, for example, if multiple instances of vehicle rollovers occur within a first preset time period that are shorter than the trigger time, and the number of such instances reaches a predetermined value, such as three times, then even if step D is executed, the vehicle's turning range is not within the safe distance. This generates a brake motor start signal, and step F is then executed. By setting a trigger time and comparing it with the time of vehicle rollover, the brake motor can intelligently perform braking, improving braking efficiency and driving safety.

[0038] The details of the exemplary embodiments described above are provided, and the invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the invention.

Claims

1. A steering wheel angle sensor, characterized in that, The device includes a housing (100), a support frame (110) is provided on one side of the housing (100), a hollow sleeve assembly (200) is installed in the support frame (110), the sleeve assembly (200) is detachably connected to the support frame (110) through a wrapping member (120) and can rotate axially within the support frame (110), the sleeve assembly (200) includes a detachable first shaft (210) and a second shaft (220), a first tooth groove (230) is provided on the circumferential surface of the first shaft (210) and the second shaft (220), a transmission mechanism (300) and a circuit board (400) are provided in the housing (100), the first tooth groove (230) and the transmission mechanism (300) mesh with each other, and a permanent magnet and a Hall sensor module are respectively provided on the transmission mechanism (300) and the circuit board (400).

2. The steering wheel angle sensor according to claim 1, characterized in that, The first shaft (210) and the second shaft (220) are both semi-circular in shape. A first through hole (211) and a second through hole (212) are respectively provided on the circumferential surface of the first shaft (210) and the second shaft (220). When the first shaft (210) and the second shaft (220) are spliced ​​together to form a circular sleeve assembly (200), the first through hole (211) and the second through hole (212) are aligned with each other.

3. The steering wheel angle sensor according to claim 2, characterized in that, There are four of each of the first through hole (211) and the second through hole (212), and they are respectively arranged in pairs at the top and bottom of the first through hole (211) and the second through hole (212). The first tooth groove (230) is located between the first through hole (211) and the second through hole (212).

4. The steering wheel angle sensor according to claim 3, characterized in that, There are two support frames (110). A semi-circular slot (111) is provided on the side of the support frame (110) away from the housing (100). When the sleeve assembly (200) is installed in the support frame (110), the slot (111) contacts the circumferential surface of the first shaft (210) and the second shaft (220) respectively, and is located on both sides of the first tooth groove (230).

5. The steering wheel angle sensor according to claim 4, characterized in that, The package (120) is semi-circular, with connecting ends (121) at both ends of the package (120), a third through hole (122) at the connecting end (121), and a fourth through hole (112) at the top of both ends of the card slot (111).

6. The steering wheel angle sensor according to claim 5, characterized in that, The transmission mechanism (300) includes a first transmission gear (310) and a second transmission gear (320). The first transmission gear (310) includes a second tooth groove (311) and a third tooth groove (312) on the same axis. The second tooth groove (311) meshes with the first tooth groove (230), and the third tooth groove (312) meshes with the second transmission gear (320).

7. The steering wheel angle sensor according to claim 6, characterized in that, A support plate (330) is fixed inside the housing (100). The first transmission gear (310) and the second transmission gear (320) are respectively installed on one side of the support plate (330). A through groove (140) is provided on one side of the housing (100), and the second tooth groove (311) extends out from the through groove (140).

8. The steering wheel angle sensor according to claim 7, characterized in that, A permanent magnet is mounted on the second transmission gear (320), and the circuit board (400) is disposed on one side of the support plate (330) and covers the housing (100).

9. A method for controlling brakes using a steering wheel angle sensor, characterized in that, The process includes the following steps: Step A, setting the working trigger time of the brake motor in the system; Step B, collecting information on the vehicle's turning trend and determining the time when the vehicle rolls over, then comparing the time when the vehicle rolls over with the working trigger time. Step C: Determine whether the time when the vehicle rolls over within the first preset time has reached the working trigger time. If the time when the vehicle rolls over has reached the working trigger time, generate a brake motor start signal and execute step D. Otherwise, execute step B. In step D, send the brake motor start signal to the brake motor, drive the brake control device through the brake motor to control the pressing or rebound of the brake pedal, and control the pressing duration of the brake pedal according to the second preset time based on the brake motor start signal and the working trigger time.

10. The method for controlling the brakes using a steering wheel angle sensor according to claim 9, characterized in that, The process includes the following steps: Step E, determining whether the number of times the time of the vehicle rollover coincides with the working trigger time of the brake motor in the system within the first preset time has reached a predetermined value. If it is within the predetermined value, an extended working signal for the brake motor start signal is generated and step F is executed; otherwise, step D is executed. Step F, sending the extended working signal for the brake motor start signal to the brake control device, and using the brake control device to extend the time the brake pedal is pressed down to a third preset time.

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