Universal device for detecting turning direction and turning angle of vehicle steering wheel in real time

Abstract

A universal device for detecting the turning direction and the turning angle of a vehicle steering wheel in real time comprises a base, two elastic assemblies, two pull ropes and a tension band, the base is vertically arranged, and two tension sensors and a fixed pulley are arranged on the front side of the base; the elastic assembly is located in front of the base and corresponds to the tension sensor in position, the elastic assembly comprises a spring arranged in a horizontal cylinder, the rear side of the cylinder is connected with the tension sensor, the rear side of the spring is connected with the rear side of the cylinder, and a check ring is arranged on the front side of the spring. The tension band comprises two semi-annular subsections which are fastened through bolts, and two annular through grooves are formed in the tension band; one ends of two pull ropes are fixed in the annular through grooves respectively, the other ends of the two pull ropes wind N circles along the annular through grooves and then penetrate through the elastic assembly from front to back and penetrate through an inner hole of the check ring, the rear ends of the two pull ropes are connected and matched with the fixed pulley, plugs are arranged at the positions, corresponding to the rear sides of the check ring, of the pull ropes, and the diameter of the plugs is between the diameter of the inner hole of the check ring and the diameter of the springs. Steering angle and steering data of the steering wheel can be detected in real time, and sensor information of the vehicle does not need to be read.

Description

Technical Field

[0001] The utility model relates to a universal device for detecting the steering direction and turning angle of a vehicle steering wheel in real time. Background Art

[0002] Traffic accidents rarely occur when motor vehicles are traveling in a straight line. These accidents often occur during turns or lane changes. These accidents are primarily caused by excessive speed, loss of control, and increased blind spots, leading to insufficient observation. Currently, some driver training institutions use intelligent robot instructors, some use automated driver exams, some train on large models for intelligent driving, and others offer products related to safe driving. These applications and R&D areas are closely related to the real-time steering wheel angle and direction of the vehicle. Therefore, real-time collection of steering wheel angle data and its practical application in needed areas are of great significance.

[0003] Currently, there are many technologies for obtaining steering wheel angles, see Chinese patent CN113076874A. Most of them read the parameters of the angle sensor on the vehicle's steering column. The problem with this method is that the angle sensor parameters on the vehicle's steering column are not directly displayed and require cooperation with the manufacturer and obtaining permission before reading. Some R&D projects require angle monitoring of vehicles of different brands. In this way, it is necessary to contact the corresponding manufacturer for cooperation for each vehicle, which is a very cumbersome process and a huge workload. Utility Model Content

[0004] The technical problem to be solved by the utility model is to provide a universal device for real-time detection of vehicle steering and steering angle, which can detect the vehicle steering wheel angle and steering data in real time without reading the vehicle's own sensor information. The overall structure of the device is simple, easy to install, convenient for secondary development, and is not restricted by vehicle model, brand, etc.

[0005] In order to solve the above technical problems, the utility model provides a universal device for real-time detection of vehicle steering wheel steering and angle, comprising a base, two elastic components, two pull ropes and a hoop.

[0006] The base is arranged vertically, with one side along the normal direction of the base being the front and the other side being the rear. Two tension sensors are arranged at intervals on the front side of the base, and the input ends of the tension sensors are arranged forward. A fixed pulley is provided on the front side of the base corresponding to the position between the two tension sensors.

[0007] The two elastic components are located in front of the base and have a one-to-one corresponding position relationship with the two tension sensors. Each elastic component includes a horizontally arranged, front-to-back cylindrical body with a smooth inner wall. The rear side of each cylindrical body is connected to the input end of the corresponding tension sensor. A spring is provided in each cylindrical body, the rear side of the spring is connected to the rear side of the cylindrical body, and a retaining ring is provided on the front side of the spring. The retaining ring, spring, and cylindrical body are coaxial.

[0008] The hoop comprises two horizontally arranged semicircular ring sections with openings facing each other, with ear plates provided at both ends of each semicircular ring section, the ear plates of the two semicircular ring sections correspondingly connected, the ear plates on the two oppositely positioned semicircular ring sections being fastened together by bolts and nuts, and grooves arranged axially at intervals and extending to both ends of the semicircular section are provided on the outer arc surface of each semicircular section, and the two grooves on the two semicircular sections cooperate to form two annular through grooves;

[0009] One end of the two pull ropes is fixed in the two annular grooves respectively, and the other ends of the two pull ropes are wound N times along the corresponding annular grooves and then extend horizontally backward along the tangent direction of the annular grooves. The winding directions of the two pull ropes are opposite, and the back sides of the two pull ropes are opposite to the two elastic components respectively. The rear end of each pull rope penetrates the corresponding cylinder from the front side of the corresponding elastic component, and passes through the inner hole of the retaining ring backward along the axis direction of the cylinder, continues backward through the center of the spring and passes through the back side of the cylinder. The rear ends of the two pull ropes pass through the back side of the cylinder and are connected and cooperate with the fixed pulley. A columnar plug is connected in series at the back side of the corresponding retaining ring at each pull rope position. The diameter of the plug is larger than the inner hole of the retaining ring and smaller than the diameter of the spring. The front side of the plug is in contact with the back side of the retaining ring.

[0010] For the purpose of simplifying the description, the general device for real-time detection of vehicle steering wheel direction and angle described in the present invention is referred to as the device below.

[0011] The usage and principle of this device: Before installation, untie the pull rope and separate the two semicircular parts of the hoop. During installation, encircle the two semicircular parts of the hoop and install them on the exposed area of ​​the steering column of the cab and tighten them with bolts and nuts. Then fix the base on the vertical surface of the vehicle body beside the steering column so that it is facing the hoop. Then install the pull rope according to the above structural characteristics. After the installation is completed, the two pull ropes in the device are in a taut state, the spring is in a slightly stretched state (to reduce system error), and the number of turns of the pull rope in the annular groove is greater than or equal to the number of turns of the steering wheel of the installed vehicle from the return state to the state of being turned to one side. During use, the readings of the two tension sensors are consistent in the return state. When the steering wheel moves, the hoop is equivalent to a winch under the drive of the steering column. One pull rope pays out the line and the other pull rope reels in the line. The plug on the pull rope on the reeling side drives the retaining ring to move forward, and the spring stretches under the pull of the retaining ring. At this time, the tension sensor reading on the corresponding side increases. Since the rear ends of the two pull ropes are connected and cooperate with the fixed pulley, the plug on the pull rope on the releasing side moves backward. After the spring recovers, no deformation occurs, and the tension sensor reading on the corresponding side is less than the initial value. At this time, the direction of the steering wheel can be judged according to the regular changes in the readings of the two tension sensors. Since the relationship between the spring deformation and elastic force satisfies Hooke's law F=kΔx, F represents the tension on the spring, k is the spring constant (related to the thickness and material of the spring wire, the diameter, winding method, length, etc., and it is a fixed value after leaving the factory), and Δx is the deformation of the spring. Therefore, the real-time stretching amount Δx of the spring can be obtained according to the real-time reading of the tension sensor on the winding side, that is, Δx=F / k. Since both pull ropes in the device are in a taut state, the stretching amount Δx of the spring is the incremental length of the pull rope on the corresponding side wrapped in the annular groove of the hoop. Combined with the diameter d of the annular groove of the hoop, the real-time angle of the hoop rotating with the steering column can be calculated: A=360°*Δx / (π*d), that is, the real-time steering wheel angle.

[0012] Advantages of this device: This device can detect the vehicle's steering wheel angle and steering data in real time without reading the vehicle's own sensor information. The overall structure of the device is simple, easy to install, and convenient for secondary development, and is not restricted by vehicle model, brand, etc.

[0013] In order to achieve better use effect of this device, the preferred solution is as follows:

[0014] Preferably, an anti-slip pad layer is provided on the inner arc surface of each semicircular section.

[0015] The anti-skid pad layer can increase the friction between the hoop and the steering column to prevent the hoop and the steering column from sliding and causing detection errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a top view of the device.

[0017] Figure 2 It is a side view of the hoop of the device. DETAILED DESCRIPTION

[0018] See also Figure 1 、 Figure 2 A universal device for real-time detection of vehicle steering wheel direction and angle, comprising a base 1, two elastic components 2, two pull ropes 3 and a hoop 4,

[0019] The base 1 is arranged vertically, with one side along the normal direction of the base 1 being the front and the other side being the rear. Two tension sensors 11 are arranged at intervals on the front side of the base 1. The input end of the tension sensor 11 is arranged forward. A fixed pulley 12 is provided between the two tension sensors 11 on the front side of the base 1.

[0020] The two elastic components 2 are located in front of the base 1 and have a one-to-one corresponding positional relationship with the two tension sensors 11. Each elastic component 2 includes a horizontally arranged, front-to-back cylindrical body 21 with a smooth inner wall. The rear side of each cylindrical body 21 is connected to the input end of the corresponding tension sensor 11. A spring 22 is provided in each cylindrical body 21. The rear side of the spring 22 is connected to the rear side of the cylindrical body 21. A retaining ring 23 is provided on the front side of the spring 22. The retaining ring 23, spring 22, and cylindrical body 21 are coaxial.

[0021] The hoop 4 includes two horizontally arranged semicircular ring-shaped divisions 41 with openings facing each other. Ear plates 42 are provided at both ends of each semicircular ring-shaped division 41. The ear plates 42 of the two semicircular ring-shaped divisions 41 are connected to each other. The ear plates 42 on the two oppositely positioned semicircular ring-shaped divisions 41 are fastened together by bolts and nuts 43. The outer arc surface of each semicircular division 41 is provided with grooves arranged at intervals along the axial direction and extending to both ends of the semicircular division 41. The two grooves on the two semicircular divisions 41 cooperate to form two annular through grooves 44; the inner arc surface of each semicircular division 41 is provided with an anti-slip pad layer 45.

[0022] One end of the two pull ropes 3 is fixed in the two annular grooves 44 respectively, and the other ends of the two pull ropes 3 are wound along the corresponding annular grooves 44 for N turns and then extend horizontally backward along the tangential direction of the annular grooves 44. The winding directions of the two pull ropes 3 are opposite, and the rear sides of the two pull ropes 3 are opposite to the two elastic components 2 respectively. The rear end of each pull rope 3 penetrates into the corresponding cylinder 21 from the front side of the corresponding elastic component 2, and passes through the inner hole of the retaining ring 23 backward along the axial direction of the cylinder 21, continues backward through the center of the spring 22 and passes through the rear side of the cylinder 21. The rear ends of the two pull ropes 3 pass through the rear side of the cylinder 21 and are connected and cooperate with the fixed pulley 12. A columnar plug 24 is connected in series at the rear side of the corresponding retaining ring 23 at the position of each pull rope 3. The diameter of the plug 24 is larger than the inner hole of the retaining ring 23 and smaller than the diameter of the spring 22. The front side of the plug 24 is in contact with the rear side of the retaining ring 23.

[0023] The method and principle of use of this device: Before installation, untie the rope 3 and separate the two semicircular divisions 41 of the hoop 4. When installing, install the two semicircular divisions 41 of the hoop 4 around the exposed area of ​​the steering column of the cab and lock it with bolts and nuts 43. Then fix the base 1 on the vertical surface of the vehicle body beside the steering column so that it faces the hoop 4. Then install the rope 3 according to the above structural features (see Figure 1 Assume that the tension sensor on the left is S1, and its corresponding pull rope is L1; the tension sensor on the right is S2, and its corresponding pull rope is L2. L1 is wound clockwise from a top-down angle, and L2 is wound counterclockwise from a top-down angle). After the installation is completed, the two pull ropes 3 in the device are in a taut state, and the spring 22 is in a slightly stretched state (to reduce system errors). The number of turns of the pull rope 3 in the annular groove 44 is greater than or equal to the number of turns of the steering wheel of the installed vehicle from the return state to the state of being turned to one side. When in use, the readings of the two tension sensors 11 (S1, S2) are consistent in the return state. When the steering wheel moves (rotates clockwise when viewed from above), the hoop 4 acts as a winch under the drive of the steering column. One pull rope 3 (L1) pays out the line and the other pull rope 3 (L2) reels in the line. The plug 24 on the pull rope 3 (L1) on the reeling side drives the retaining ring 23 to move forward, and the spring 22 stretches under the pull of the retaining ring 23. At this time, the reading of the tension sensor 11 (S1) on the corresponding side increases. Since the rear ends of the two pull ropes 3 are connected and cooperate with the fixed pulley 12, the plug 24 on the pull rope 3 (L2) on the releasing side moves backward, and the spring 22 no longer moves after it recovers. At this time, the direction of rotation of the steering wheel can be determined by combining the changes in the readings of the two tension sensors 11 (at this time, the reading of S1 is greater than the initial value, the reading of S2 is less than the initial value, and vice versa, that is, when the reading of S1 is greater than the initial value and the reading of S2 is less than the initial value, it can be determined that the steering wheel is rotating clockwise from a bird's-eye view).

[0024] Since the relationship between the deformation of the spring 22 and the elastic force satisfies Hooke's law F=kΔx, F represents the tension on the spring, k is the stiffness coefficient (related to the thickness, material, diameter, winding method, length, etc. of the spring wire, and it is a constant value after leaving the factory), Δx is the deformation of the spring 22, so the real-time stretching amount Δx of the spring 22 can be obtained according to the real-time reading of the tension sensor 11 on the winding side, that is, Δx=F / k. Since both pull ropes 3 in the device are in a taut state, the real-time stretching amount Δx of the spring 22 is the incremental length of the corresponding side pull rope 3 wrapped in the annular groove 44 of the hoop 4. Combined with the diameter d of the annular groove 44 of the hoop 4, the real-time angle A=360°*Δx / (π*d) of the hoop 4 rotating with the steering column can be calculated, that is, the real-time steering wheel angle.

[0025] Advantages of this device: This device can detect the vehicle's steering wheel angle and steering data in real time without reading the vehicle's own sensor information. The overall structure of the device is simple, easy to install, and convenient for secondary development, and is not restricted by vehicle model, brand, etc.

[0026] The anti-skid pad layer 45 can increase the friction between the hoop 4 and the steering column, thereby preventing the hoop 4 and the steering column from sliding and causing detection errors.

[0027] In actual use, the power supply, data processing and transmission of the tension sensor 11 also require additional electronic control and information processing systems, and the output parameters also need to be calibrated before they can be officially used. The relevant control system and calibration process are well known to those skilled in the art and will not be introduced in detail in this embodiment.

Claims

1. A universal device for real-time detection of vehicle steering wheel direction and angle, characterized by: It includes a base, two elastic components, two drawstrings and a hoop. The base is arranged vertically, with one side along the normal direction of the base being the front and the other side being the rear. Two tension sensors are arranged at intervals on the front side of the base, and the input ends of the tension sensors are arranged forward. A fixed pulley is provided on the front side of the base corresponding to the position between the two tension sensors. The two elastic components are located in front of the base and have a one-to-one corresponding position relationship with the two tension sensors. Each elastic component includes a horizontally arranged, front-to-back cylindrical body with a smooth inner wall. The rear side of each cylindrical body is connected to the input end of the corresponding tension sensor. A spring is provided in each cylindrical body, the rear side of the spring is connected to the rear side of the cylindrical body, and a retaining ring is provided on the front side of the spring. The retaining ring, spring, and cylindrical body are coaxial. The hoop comprises two horizontally arranged semicircular ring sections with openings facing each other, with ear plates provided at both ends of each semicircular ring section, the ear plates of the two semicircular ring sections correspondingly connected, the ear plates on the two oppositely positioned semicircular ring sections being fastened together by bolts and nuts, and grooves arranged axially at intervals and extending to both ends of the semicircular section are provided on the outer arc surface of each semicircular section, and the two grooves on the two semicircular sections cooperate to form two annular through grooves; One end of the two pull ropes is fixed in the two annular grooves respectively, and the other ends of the two pull ropes are wound N times along the corresponding annular grooves and then extend horizontally backward along the tangent direction of the annular grooves. The winding directions of the two pull ropes are opposite, and the back sides of the two pull ropes are opposite to the two elastic components respectively. The rear end of each pull rope penetrates the corresponding cylinder from the front side of the corresponding elastic component, and passes through the inner hole of the retaining ring backward along the axis direction of the cylinder, continues backward through the center of the spring and passes through the back side of the cylinder. The rear ends of the two pull ropes pass through the back side of the cylinder and are connected and cooperate with the fixed pulley. A columnar plug is connected in series at the back side of the corresponding retaining ring at each pull rope position. The diameter of the plug is larger than the inner hole of the retaining ring and smaller than the diameter of the spring. The front side of the plug is in contact with the back side of the retaining ring.

2. A universal device for real-time detection of vehicle steering wheel direction and angle according to claim 1, characterized in that: The inner arc surface of each semicircular section is provided with an anti-slip pad layer.

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