Novel steering system and vehicle

Abstract

The utility model discloses a novel steering system and a vehicle, the novel steering system comprises a steering control unit, a steering motor and a front axle load identification assembly, the front axle load identification assembly comprises a load identification sensor and a rocker arm; one end of the rocker arm is rotationally connected with the load identification sensor, the other end of the rocker arm is connected with the front shafts, and the rocker arm can be driven by the front shafts to deflect relative to the load identification sensor; the load identification sensor can detect the deflection angle of the rocker arm and can identify the load of the front axle according to the deflection angle; the steering control unit is connected with the steering motor and the load recognition sensor and can control the steering motor to output steering return torque according to the load, recognized by the load recognition sensor, of the front axle. Different steering return forces are provided by identifying the load of the front axle of the whole vehicle, so that the problem that steering return is too fast or too slow can be effectively avoided; and the structure is compact, installation and adjustment are convenient, cost is low, and universality is good.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile steering systems, in particular to a novel steering system and a vehicle. Background Art

[0002] The steering system of a car affects the driving safety of the whole vehicle, and also has a great impact on the driving and handling stability of the whole vehicle. At the same time, since the steering system is closely related to the driver, the handling stability of the steering system largely determines the performance limit of a car and is the core performance of the whole vehicle. Among them, the steering return performance is the key performance of the whole vehicle's handling stability. Nowadays, the electric power steering system (EPS) is increasingly recognized by users because of its automatic return function.

[0003] As a means of transportation, the most basic function of a truck is to carry loads. The loads acting on the front axle are different for different tonnages, and the steering return torque varies greatly under the influence of the front axle positioning parameters. This will lead to a problem. The control of active steering return can only be biased towards no-load or full-load conditions. If the control of active steering return is biased towards no-load, the return torque output by the EPS motor is too large, and the active steering return performance is good under no-load conditions. However, after loading or even fully loaded, the increase in the return torque of the vehicle itself and the large return torque of the EPS will cause the problem of return overshoot. If the control of active steering return is biased towards full load, the result is just the opposite. The steering return performance deteriorates when steering under no-load conditions, and the steering wheel cannot return to the middle position.

[0004] After searching, a Chinese patent (application number: 201110119993.0) discloses an electric hydraulic power steering system based on vehicle speed and load signal control. The scheme discloses setting a steering shaft load sensor to detect the load of the steering shaft, a closed-loop control system of the electric hydraulic power steering based on load and vehicle speed, and using the load and vehicle speed to control the power steering system. Through the closed-loop control system with information feedback, the energy loss in the steering process is reduced and the steering control accuracy is improved. However, the steering shaft load sensor in the scheme is set at the bottom connection of the suspension. This setting method has the following problems: high cost - in order to ensure the load detection accuracy, it needs to be set at the left and right wheels respectively; poor versatility - the suspension structure / length of vehicles with different tonnage / load is different, resulting in the need to adjust the setting position of the load sensor according to the different suspension structure / length; inconvenient installation and adjustment - affected by the aforementioned poor versatility and the actual structure / working space of the vehicle, the steering shaft load sensor in the scheme is relatively laborious to install and when the vehicle suspension needs to be adjusted and replaced, the steering shaft load sensor also needs to be adjusted synchronously to ensure its detection accuracy.

[0005] This shows that the prior art still has certain defects. Utility Model Content

[0006] The purpose of the utility model is to provide a novel steering system and vehicle, which identifies the front axle load by setting a front axle load identification sensor to provide a more accurate steering return torque, while solving the problems of high cost, inconvenient installation and adjustment, and poor versatility of the existing front axle load identification sensor setting method.

[0007] To achieve the above objectives, this application adopts the following scheme:

[0008] In a first aspect, the present application provides a novel steering system, comprising a steering control unit, a steering motor and a front axle load identification component, wherein the front axle load identification component comprises a load identification sensor and a rocker arm; one end of the rocker arm is rotatably connected to the load identification sensor, and the other end is connected to the front axle, and the rocker arm can deflect relative to the load identification sensor driven by the front axle; the load identification sensor can detect the deflection angle of the rocker arm and the load identification sensor can identify the load of the front axle according to the deflection angle;

[0009] The steering control unit is connected to the steering motor and the load identification sensor respectively, and the steering control unit can control the steering motor to output a steering return torque according to the load of the front axle identified by the load identification sensor.

[0010] In the above scheme, by setting up a front axle load identification sensor, the load borne by the front axle of the vehicle can be detected and identified in real time, so that the steering motor can be controlled by the steering control unit to output steering torque more accurately, thereby effectively avoiding the problem of steering returning too quickly or too slowly; and compared with the prior art, the setting structure of the front axle load identification component in the above scheme is simpler, easy to install and adjust, good in versatility, and low in setting cost and use cost.

[0011] As a preferred embodiment of the present application, the front axle load identification assembly further includes a sensor bracket, the sensor bracket is disposed on the vehicle frame, and the load identification sensor is connected to the sensor bracket.

[0012] The installation and adjustment of the load identification sensor can be facilitated by providing a sensor bracket.

[0013] As a preferred embodiment of the present application, the front axle load identification assembly also includes a connecting arm and a connecting arm bracket, the connecting arm bracket is arranged on the front axle, one end of the connecting arm is connected to the connecting arm bracket, and the other end is connected to the rocker arm.

[0014] The installation and adjustment of the connecting arm can be facilitated by providing the connecting arm bracket.

[0015] As a preferred embodiment of the present application, the connecting arm adopts a split structure, including a fixed part connected to the connecting arm bracket and a movable part connected to the fixed part, and the movable part can move relative to the fixed part along the extension direction of the fixed part; the end of the movable part away from the fixed part is connected to the rocker arm.

[0016] In the above scheme, the split structure of the connecting arm can better cooperate with the position adjustment of the load identification sensor, which is beneficial to ensure the accuracy of load identification and to accurately control the steering return torque output by the steering motor to avoid returning too quickly or too slowly.

[0017] As a preferred embodiment of the present application, the fixed part is a fixed sleeve, and the movable part includes a movable rod and a movable sleeve sleeved on the movable rod; one end of the movable rod is arranged in the fixed sleeve, and the movable rod can move axially relative to the fixed sleeve; the movable sleeve can move axially relative to the movable sleeve along the movable rod, and the movable sleeve is connected to the rocker arm.

[0018] In the above scheme, the matching structure among the fixed sleeve, the movable rod and the movable sleeve is simple and easy to assemble, and the relative motion structure and relative motion trajectory among the three are stable and easy to adjust; at the same time, their respective structures are simple and the processing and use costs are low.

[0019] As a preferred embodiment of the present application, the connecting arm further comprises a positioning fastener, which is cooperatively connected with the fixed portion and the movable portion, and the positioning fastener can position and lock the fixed portion and the movable portion.

[0020] By setting the positioning fasteners, the stability of the matching structure between the fixed part and the movable part of the connecting arm after the relative position of the two is adjusted can be improved, thereby avoiding loosening and displacement during use, which may lead to inaccurate load identification. This is beneficial to ensuring the accuracy of load identification, and thus is more conducive to accurately controlling the steering return torque output by the steering motor to avoid returning too quickly or too slowly.

[0021] As a preferred embodiment of the present application, it also includes a steering straight tie rod, one end of which is in transmission cooperation with the steering motor, and the other end is in transmission cooperation with the wheel; the steering straight tie rod can transmit the steering return torque output by the steering motor to the wheel.

[0022] As a preferred embodiment of the present application, the load identification sensor is detachably connected to the sensor bracket; and / or the sensor is detachably connected to the vehicle frame.

[0023] As a preferred embodiment of the present application, the load identification sensor is movable relative to the sensor bracket; and / or the sensor bracket is movable relative to the vehicle frame.

[0024] In a second aspect, the present application also provides a vehicle that adopts the novel steering system as described above.

[0025] By adopting the above-mentioned new steering system, by adding a front axle load identification component, the load borne by the vehicle's front axle can be detected and identified in real time, so that the steering control unit can control the steering motor to output steering torque more accurately, thereby effectively avoiding the problem of steering returning too quickly or too slowly. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0027] Figure 1 It is a structural schematic diagram of the novel steering system in the utility model;

[0028] Figure 2 This is a schematic diagram of the connection structure of the connecting arm, the rocker arm, and the load identification sensor in the utility model;

[0029] Figure 3 The figure is a schematic diagram of the electrical connection between the steering motor, the steering control unit and the load identification component in the present invention.

[0030] List of parts and reference numerals:

[0031] 1st steering motor;

[0032] 2. Steering straight tie rod;

[0033] 3. Frame;

[0034] 4 front axle;

[0035] 5. Sensor bracket;

[0036] 6 load sensors;

[0037] 7 rocker arm;

[0038] 8 connecting arm, 81 fixed sleeve, 82 movable rod, 83 movable sleeve;

[0039] 9 connecting arm bracket;

[0040] 10 leaf springs;

[0041] 11 Steering control unit. DETAILED DESCRIPTION

[0042] In order to more clearly illustrate the overall concept of the present invention, a detailed description is given below in combination with the accompanying drawings by way of examples.

[0043] It should be noted that many specific details are set forth in the following description to facilitate a full understanding of the present invention. However, the present invention can also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific implementation methods disclosed below.

[0044] Reference Figure 1-3 As shown, the novel steering system in the present application includes a steering control unit 11, a steering motor 1 and a load identification component for a front axle 4, wherein the load identification component for a front axle 4 includes a load identification sensor and a rocker arm 7; one end of the rocker arm 7 is rotationally connected to the load identification sensor, and the other end is connected to the front axle 4 and the front axle 4, and the rocker arm 7 can deflect relative to the load identification sensor driven by the front axle 4; the load identification sensor can detect the deflection angle of the rocker arm 7 and the load identification sensor can identify the load of the front axle 4 according to the deflection angle; the steering control unit 11 is respectively connected to the steering motor 1 and the load identification sensor, and the steering control unit 11 can control the steering motor 1 to output a steering return torque according to the load of the front axle 4 identified by the load identification sensor.

[0045] By setting the load identification sensor of the front axle 4, the load borne by the front axle 4 of the vehicle can be detected and identified in real time, so that the steering motor 1 can be controlled by the steering control unit 11 to output the steering torque more accurately, thereby effectively avoiding the problem of steering returning too fast or too slow. At the same time, compared with the solution in the prior art that the load sensors 6 are respectively set at the bottom connection of the wheel suspensions on both sides, the solution in this application only needs to set one load identification sensor, saving equipment costs, and the load identification sensor setting bracket in this application is set in the middle of the front axle 4, which has a larger installation space than the cramped space at the wheel suspension connection, and the installation operation is more convenient, and the subsequent adjustment and replacement are also more convenient; moreover, since the setting method of the load identification sensor in this application is easy to adjust, it can also be more convenient to apply to vehicles of different models / loads, and has better versatility.

[0046] Further, refer to Figure 1As shown, the load identification assembly of the front axle 4 further includes a sensor bracket 5, the sensor bracket 5 is arranged on the frame 3, and the load identification sensor is connected to the sensor bracket 5; a connecting arm 8 and a connecting arm bracket 9, the connecting arm bracket 9 is arranged on the front axle 4, one end of the connecting arm 8 is connected to the connecting arm bracket 9, and the other end is connected to the rocker arm 7. As a preferred embodiment of the present application, the load identification sensor is detachably connected to the sensor bracket 5, and / or the sensor is detachably connected to the frame 3; the load identification sensor can move relative to the sensor bracket 5, and / or the sensor bracket 5 can move relative to the frame 3.

[0047] In the above scheme, the arrangement of the sensor bracket 5 and the connecting arm bracket 9 facilitates the coordinated connection between the load identification sensor, the connecting arm 8 and the frame 3 and / or the front axle 4, and facilitates the adjustment and installation of the load identification sensor and the connecting arm 8; in addition, when the above structure is adopted, the coordination between the connecting arm 8 and the rocker arm 7 can amplify the relative movement between the frame 3 and the front axle 4, making it convenient for the load identification sensor to more accurately identify the load on the front axle 4 and the change in the load on the front axle 4, and ultimately facilitates more accurate control of the steering return torque output by the steering gear, giving the driver a better driving experience and improving driving safety performance.

[0048] In one example, referring to Figure 1 and Figure 2 As shown, the connecting arm 8 adopts a split structure, including a fixed part connected to the connecting arm bracket 9 and a movable part connected to the fixed part, the movable part can move relative to the fixed part along the extension direction of the fixed part; one end of the movable part away from the fixed part is connected to the rocker arm 7. The connecting arm 8 also includes a positioning fastener, which is connected with the fixed part and the movable part, and can position and lock the fixed part and the movable part.

[0049] It should be noted that the present application does not specifically limit the structure of the fixed part, the movable part, the positioning fastener, and the matching structure between the three. In a preferred example, referring to Figure 2 As shown, the fixed part is a fixed sleeve 81, and the movable part includes a movable rod 82 and a movable sleeve 83 sleeved on the movable rod 82; one end of the movable rod 82 is arranged in the fixed sleeve 81, and the movable rod 82 can move relative to the fixed sleeve 81 along the axial direction; the movable sleeve 83 can move relative to the movable sleeve along the axial direction of the movable rod 82, and the movable sleeve is connected to the rocker arm 7; the positioning fastener adopts a clamp, which is arranged at the matching position of the movable rod 82, the movable sleeve 83 and the fixed sleeve 81. After the clamp is clamped, the movable rod 82, the movable sleeve 83 and the fixed sleeve 81 can be locked and fixed, and the relative position between the movable rod 82, the movable sleeve 83 and the fixed sleeve 81 can be adjusted after the clamp is loosened. The above example is only a preferred example of the present application, and other more different settings can be adopted.

[0050] In the above scheme, the matching structure between the fixed sleeve 81, the movable rod 82, and the movable sleeve 83 is simple and easy to assemble, and the relative motion structure and relative motion trajectory between the three are stable and easy to adjust; at the same time, their respective structures are simple and the processing and use costs are low. The setting of the positioning fastener can improve the stability of the matching structure between the fixed part and the movable part of the connecting arm 8 after the relative position adjustment, avoid the situation of loosening and displacement during use, resulting in inaccurate load identification, which is conducive to ensuring the accuracy of load identification, and thus more conducive to accurately controlling the steering return torque output by the steering motor 1, avoiding too fast or too slow return.

[0051] Furthermore, the present application also discloses a vehicle, such as a truck, which adopts the above-mentioned novel steering system, referring to Figure 1 As shown, when the vehicle is loaded with cargo, the leaf spring 10 is deformed due to the force, the arc height of the leaf spring 10 will become smaller, the vertical distance between the front axle 4 and the frame 3 will become smaller, and the connecting arm 8 pushes the rocker arm 7 to rotate relative to the load identification sensor. The load identification sensor will identify the increase in the load on the front axle 4 of the vehicle according to the angle change generated by the rocker arm 7 (the corresponding relationship between the change in the cargo mass of the vehicle and the change in the rotation angle of the load identification sensor is obtained through the vehicle loading calibration), and transmit the specific data to the steering gear through the CAN signal. The steering motor 1 of the steering gear calculates the corresponding active steering return torque according to the received data, and the active steering return torque acts on the front axle 4 through the steering straight tie rod 2 to achieve active steering return.

[0052] When the vehicle is unloading, the leaf spring 10 will deform elastically, the arc height of the leaf spring 10 will increase, the vertical distance between the front axle 44 and the frame 33 will increase, and the connecting arm 8 will push the rocker arm 7 to rotate relative to the load identification sensor. The load identification sensor will identify the reduction of the load on the front axle 4 of the vehicle according to the angle change of the rocker arm 7, and transmit the specific data to the steering gear through the CAN signal. The steering gear calculates the corresponding active steering return torque based on the received data, and the active steering return torque acts on the front axle 4 through the steering straight tie rod 2 to achieve active steering return.

[0053] It should be noted here that the above-mentioned example of a truck is only a preferred example in the present application, and it may also be a vehicle of other models.

[0054] The technical solution protected by the present utility model is not limited to the above-mentioned embodiments. It should be pointed out that the combination of the technical solution of any embodiment with the technical solution of one or more other embodiments is within the protection scope of the present utility model. Although the present utility model has been described in detail above with general descriptions and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements can be made to it based on the present utility model. Therefore, these modifications or improvements made without departing from the spirit of the present utility model are within the scope of protection claimed by the present utility model.

Claims

1. A new steering system, characterized in that: The invention comprises a steering control unit, a steering motor and a front axle load identification component, wherein the front axle load identification component comprises a load identification sensor and a rocker arm; one end of the rocker arm is rotatably connected to the load identification sensor, and the other end is connected to the front axle, and the rocker arm can be deflected relative to the load identification sensor under the drive of the front axle; The load identification sensor is capable of detecting a deflection angle of the rocker arm and the load identification sensor is capable of identifying a load of the front axle according to the deflection angle; The steering control unit is connected to the steering motor and the load identification sensor respectively, and the steering control unit can control the steering motor to output a steering return torque according to the load of the front axle identified by the load identification sensor.

2. The novel steering system according to claim 1, characterized in that: The front axle load identification component also includes a sensor bracket, which is arranged on the vehicle frame, and the load identification sensor is connected to the sensor bracket.

3. The novel steering system as claimed in claim 1, characterized in that: The front axle load identification component also includes a connecting arm and a connecting arm bracket. The connecting arm bracket is arranged on the front axle. One end of the connecting arm is connected to the connecting arm bracket, and the other end is connected to the rocker arm.

4. The novel steering system as claimed in claim 3, characterized in that: The connecting arm adopts a split structure, including a fixed part connected to the connecting arm bracket and a movable part connected to the fixed part, and the movable part can move relative to the fixed part along the extension direction of the fixed part; the end of the movable part away from the fixed part is connected to the rocker arm.

5. The novel steering system as claimed in claim 4, characterized in that: The fixed part is a fixed sleeve, and the movable part includes a movable rod and a movable sleeve sleeved on the movable rod; one end of the movable rod is arranged in the fixed sleeve, and the movable rod can move axially relative to the fixed sleeve; the movable sleeve can move axially relative to the movable sleeve along the movable rod, and the movable sleeve is connected to the rocker arm.

6. The novel steering system as claimed in claim 4, characterized in that: The connecting arm also includes a positioning fastener, which is cooperatively connected with the fixed portion and the movable portion, and the positioning fastener can position and lock the fixed portion and the movable portion.

7. The novel steering system as claimed in claim 1, characterized in that: It also includes a steering straight pull rod, one end of which is in transmission cooperation with the steering motor, and the other end is in transmission cooperation with the wheel; the steering straight pull rod can transmit the steering return torque output by the steering motor to the wheel.

8. The novel steering system as claimed in claim 2, characterized in that: The load identification sensor is detachably connected to the sensor bracket; and / or the sensor is detachably connected to the vehicle frame.

9. The novel steering system as claimed in claim 2, characterized in that: The load identification sensor is movable relative to the sensor bracket; and / or the sensor bracket is movable relative to the vehicle frame.

10. A vehicle, characterized in that: Comprising a novel steering system as described in any one of claims 1-9.

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