Transmission ratio testing device and system

Abstract

The utility model provides a transmission ratio testing device and system, and belongs to the technical field of vehicles. The driving motor is connected with the input shaft; the first sensor is respectively connected with the control module and the input shaft; the second sensor is respectively connected with the control module and the first output shaft; the control module is further connected with the adjusting assembly, and the control module is used for determining the difference value between the current theoretical transmission ratio and the current actual transmission ratio between the input shaft and the first output shaft based on the first actual rotating speed, the second actual rotating speed and the current theoretical transmission ratio. According to the method, the difference between the actual transmission ratio and the theoretical transmission ratio can be obtained in an actual measurement mode, then the influence of abrasion on the difference determination accuracy is eliminated, and finally accurate determination of the difference between the actual transmission ratio and the theoretical transmission ratio is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a transmission ratio testing device and system. BACKGROUND

[0002] A variable transmission ratio steering system is a steering gear that can automatically adjust the transmission ratio according to different working condition parameters such as the speed and steering angle of a vehicle. Since the transmission ratio of the variable transmission ratio steering system changes dynamically in real time during the driving process of the vehicle, it is crucial to improve the accuracy of vehicle control to determine the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system under the current working condition parameters.

[0003] In related technologies, since the variable transmission ratio steering system includes mechanical transmission devices such as gear trains, the actual transmission ratio of the variable transmission ratio steering system under the current working condition parameters is often determined by theoretical calculation, and then the difference between the actual transmission ratio and the theoretical transmission ratio is determined. However, considering that the variable transmission ratio steering system is subject to wear during use, the determination method in related technologies is not accurate enough. UTILITY MODEL CONTENT

[0004] Therefore, the present application provides a transmission ratio testing device and system to solve the problem of how to accurately determine the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system.

[0005] In a first aspect, a transmission ratio testing device is provided, which is applied to a variable transmission ratio steering system. The variable transmission ratio steering system includes an input shaft, a first output shaft, and an adjusting assembly connected to the input shaft and the first output shaft, respectively. The adjusting assembly is used to change the theoretical transmission ratio between the input shaft and the first output shaft. The transmission ratio testing device includes:

[0006] a control module;

[0007] a drive motor connected to the input shaft, the drive motor being used to drive the input shaft to rotate;

[0008] a first sensor connected to the control module and the input shaft, respectively, the first sensor being used to collect a first actual rotational speed of the input shaft;

[0009] a second sensor connected to the control module and the first output shaft, respectively, the second sensor being used to collect a second actual rotational speed of the first output shaft;

[0010] The control module is also connected with the adjusting assembly, and is configured to acquire a current theoretical transmission ratio from the adjusting assembly, and determine a difference between the current theoretical transmission ratio and the current actual transmission ratio between the input shaft and the first output shaft based on the first actual rotating speed, the second actual rotating speed and the current theoretical transmission ratio.

[0011] Optionally, the transmission ratio testing device further comprises a load simulation module connected with the first output shaft.

[0012] The load simulation module is configured to simulate a load force received by the first output shaft when the variable transmission ratio steering system is installed on a vehicle.

[0013] Optionally, the load simulation module comprises a hysteresis brake and a coupling, and the coupling is connected with the hysteresis brake and the first output shaft respectively.

[0014] Optionally, the adjusting assembly comprises a gear train, a steering motor and a theoretical transmission ratio determination module connected with the steering motor, and the theoretical transmission ratio determination module is connected with the control module, and the gear train is connected with the first output shaft, the input shaft and a second output shaft of the steering motor respectively.

[0015] The determination module is configured to acquire a current rotating speed of the second output shaft, and determine the current theoretical transmission ratio based on the current rotating speed of the second output shaft.

[0016] The transmission ratio testing device further comprises:

[0017] A collection module connected with the steering motor and the control module respectively, and configured to collect working condition parameters of the steering motor, the working condition parameters comprising at least one of input current, output voltage and asymmetry degree.

[0018] The control module is configured to acquire the current theoretical transmission ratio when a value of the working condition parameters is within a preset range.

[0019] Optionally, the transmission ratio testing device further comprises an ignition switch connected with the control module, and the ignition switch is connected in a power supply circuit of the steering motor, and is configured to connect or disconnect the power supply circuit.

[0020] The control module is configured to control the ignition switch to connect the power supply circuit to make the steering motor in a working state in response to a test start signal.

[0021] Optionally, the control module comprises a first computing unit and a second computing unit, the first computing unit is connected with the first sensor and the adjusting assembly respectively, and the second computing unit is connected with the first computing unit and the second sensor respectively.

[0022] The first computing unit is configured to obtain the current theoretical transmission ratio, and determine a theoretical rotating speed corresponding to the first output shaft and the first actual rotating speed based on the first actual rotating speed and the current theoretical transmission ratio.

[0023] The second computing unit is configured to determine a difference between the current theoretical transmission ratio and the current actual transmission ratio based on the theoretical rotating speed and the second actual rotating speed.

[0024] Optionally, the transmission ratio testing device comprises a first support, a fixed tray and a second support.

[0025] The driving motor and the first sensor are arranged on the first support, and the second sensor is arranged on the second support, and the fixed tray is configured to fix the variable transmission ratio steering system.

[0026] The fixed tray is provided with at least one long hole with a length direction extending along a circumferential direction of the fixed tray, the second support is provided with a connecting hole corresponding to a position of the long hole, and the fixed tray and the second support are connected through a bolt arranged in the long hole and the connecting hole.

[0027] Optionally, the transmission ratio testing device further comprises a base, and the base is provided with a sliding rail.

[0028] The first support is fixed on the base, the second support is provided with a sliding part corresponding to the sliding rail, and the sliding part is located in the sliding rail.

[0029] A second aspect of the embodiment of the present application provides a transmission ratio testing system, which comprises the transmission ratio testing device as described in the first aspect of the embodiment of the present application.

[0030] The application provides a transmission ratio testing device and system, the device comprises: a control module; a driving motor connected with the input shaft, the driving motor is used for driving the input shaft to rotate; a first sensor connected with the control module and the input shaft respectively, the first sensor is used for collecting the current first actual rotating speed of the input shaft; a second sensor connected with the control module and the first output shaft respectively, the second sensor is used for collecting the current second actual rotating speed of the first output shaft; the control module is also connected with the adjusting assembly, the control module is used for obtaining the current theoretical transmission ratio from the adjusting assembly; and based on the first actual rotating speed, the second actual rotating speed and the current theoretical transmission ratio, the difference between the current theoretical transmission ratio and the current actual transmission ratio between the input shaft and the first output shaft is determined.

[0031] The transmission ratio testing device provided by the application comprises a control module, a driving motor, a first sensor and a second sensor. The control module is connected with the first sensor and the second sensor respectively, and is used for obtaining the collected information from the first sensor and the second sensor. The first sensor is connected with the input shaft of the variable transmission ratio steering system, and is used for obtaining the current first actual rotating speed of the input shaft. The second sensor is connected with the first output shaft of the variable transmission ratio steering system, and is used for obtaining the current second actual rotating speed of the first output shaft. In addition, the control module is also connected with the adjusting assembly, and is used for obtaining the current theoretical transmission ratio. Through the first sensor and the second sensor, the actual rotating speeds of the input end and the output end of the variable transmission ratio steering system are collected respectively, and then based on the collected actual rotating speeds of the two ends and the obtained current theoretical transmission ratio, the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system is determined, so that the difference between the actual transmission ratio and the theoretical transmission ratio can be obtained through actual measurement, and the influence of wear on the accuracy of difference determination is eliminated, and finally the accurate determination of the difference between the actual transmission ratio and the theoretical transmission ratio is realized. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions of the embodiments of the application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the application. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0033] Figure 1 It is a structural schematic diagram of a transmission ratio testing device provided by the embodiments of the application.

[0034] Label explanation:

[0035] 1 - variable-ratio steering system, 11 - input shaft, 12 - first output shaft, 13 - adjustment assembly, 2 - ratio test device, 21 - control module, 211 - first calculation unit, 212 - second calculation unit, 213 - control unit, 22 - drive motor, 23 - first sensor, 24 - second sensor, 25 - load simulation module, 251 - hysteresis brake, 252 - coupling, 26 - acquisition module, 27 - ignition switch, 281 - first support, 282 - fixed tray, a - long hole, 283 - second support, 284 - base. DETAILED DESCRIPTION

[0036] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present application.

[0037] The variable-ratio steering system is a steering gear that can automatically adjust the transmission ratio according to different working condition parameters such as the speed and steering angle of the vehicle. Since the transmission ratio of the variable-ratio steering system changes dynamically in real time during the driving process of the vehicle, it is crucial to improve the accuracy of vehicle control to determine the difference between the actual transmission ratio and the theoretical transmission ratio of the variable-ratio steering system under the current working condition parameters.

[0038] In related technologies, since the variable-ratio steering system includes mechanical transmission devices such as gear trains, the actual transmission ratio of the variable-ratio steering system under the current working condition parameters is often determined by theoretical calculation, and then the difference between the actual transmission ratio and the theoretical transmission ratio is determined. However, considering that the variable-ratio steering system is subject to wear during use, the determination method in related technologies has the problem of being not accurate enough.

[0039] Based on this, in order to solve the problem of how to accurately determine the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system, the application provides a transmission ratio testing device and system, which comprises a control module, a driving motor, a first sensor and a second sensor. The control module is connected with the driving motor, the first sensor and the second sensor respectively, and is used for controlling the driving motor or acquiring the collected information from the first sensor and the second sensor. The first sensor is connected with the input shaft of the variable transmission ratio steering system, and is used for acquiring the current first actual speed of the input shaft. The second sensor is connected with the first output shaft of the variable transmission ratio steering system, and is used for acquiring the current second actual speed of the first output shaft. In addition, the control module is also connected with the adjusting assembly, and is used for acquiring the current theoretical transmission ratio. Through the first sensor and the second sensor, the actual speeds of the input end and the output end of the variable transmission ratio steering system are collected respectively, and then based on the collected actual speeds of the two ends and the acquired current theoretical transmission ratio, the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system is determined, so that the difference between the actual transmission ratio and the theoretical transmission ratio can be obtained by actual measurement, and then the influence of wear on the accuracy of difference determination is eliminated, and finally the accurate determination of the difference between the actual transmission ratio and the theoretical transmission ratio is realized. Specifically as follows:

[0040] The first aspect of the application provides an embodiment, as shown in Figure 1 As shown in a structural schematic diagram of a transmission ratio testing device, the transmission ratio testing device 2 is applied to a variable transmission ratio steering system 1. The variable transmission ratio steering system 1 comprises an input shaft 11, a first output shaft 12 and an adjusting assembly 13 connected with the input shaft 11 and the first output shaft 12 respectively. The adjusting assembly 13 is used for changing the theoretical transmission ratio between the input shaft 11 and the first output shaft 12.

[0041] The first output shaft 12 is the output shaft of the variable transmission ratio steering system 1.

[0042] In the case that the variable transmission ratio steering system 1 is installed on a vehicle, the input shaft 11 is usually connected with the steering wheel through a universal joint shaft, so as to receive the steering intention input by the driver from the steering wheel; the first output shaft 12 is usually connected with the wheel through a mechanical transmission structure such as gear, so as to drive the wheel to rotate according to the steering intention of the driver through its own rotation.

[0043] The adjusting assembly 13 can be divided into mechanical type and electronic type according to different transmission modes. The mechanical adjusting assembly comprises a rack with unequal tooth gap and a gear meshing with the rack. The rack is connected with the first output shaft 12, and the gear is connected with the input shaft 11. When the steering wheel is steered, the gear meshes with the teeth with different tooth gaps on the rack, so as to change the steering ratio.

[0044] The electronic adjustment assembly includes a mechanical structure and an electric control device adapted to the mechanical structure. Taking the electronic adjustment assembly of the harmonic gear train as an example, the input shaft 11 of the variable-ratio transmission system 1 is connected to the flexspline of the harmonic gear train, the center is an elliptical rotor driven by a motor, and the first output shaft 12 is connected to the rigid gear of the harmonic gear train. The adjustment assembly 13 changes the transmission ratio between the rigid gear and the flexspline by changing the rotation speed of the motor, thereby realizing the variable transmission ratio.

[0045] The transmission ratio testing device 2 specifically includes the following structures:

[0046] a control module 21;

[0047] a driving motor 22 connected to the input shaft 11, the driving motor 22 being configured to drive the input shaft 11 to rotate;

[0048] a first sensor 23 connected to the control module 21 and the input shaft 11, respectively, the first sensor 23 being configured to collect a first actual rotation speed of the input shaft 11;

[0049] a second sensor 24 connected to the control module 21 and the first output shaft 12, respectively, the second sensor 24 being configured to collect a second actual rotation speed of the first output shaft 12;

[0050] The control module 21 is further connected to the adjustment assembly 13, and the control module 21 is configured to obtain a current theoretical transmission ratio from the adjustment assembly 13, and determine a difference between the current theoretical transmission ratio and a current actual transmission ratio between the input shaft 11 and the first output shaft 12 based on the first actual rotation speed, the second actual rotation speed, and the current theoretical transmission ratio.

[0051] The control module 21 can control other modules in the device in a mechanical or electronic manner. For example, the control module 21 can include a specially designed permanent circuit or logic device (such as a special-purpose processor, FPGA, or ASIC) for controlling other modules in the system. The control module 21 can also include a programmable logic device or circuit temporarily configured by software (such as a general-purpose processing device or other programmable processor) for controlling other modules in the system. As for the specific implementation of mechanical means, or the use of a dedicated permanent circuit, or the use of a temporarily configured circuit (such as configured by software) to realize the hardware module, it can be determined according to the cost and time considerations. In an alternative embodiment, the control module 21 can be a host computer.

[0052] The driving motor 22 is a motor for driving the input shaft 11 of the variable-ratio steering system 1 to rotate, and can convert the electric energy output by a power supply into kinetic energy, and then drive the input shaft 11 to rotate. The driving motor 22 can be connected with the control module 21 through a signal transmission line, and the output shaft thereof is connected with the input shaft 11 of the variable-ratio steering system 1 through a mechanical fixed connection.

[0053] The first sensor 23 is connected with the control module 21 and the input shaft 11, respectively. The first sensor 23 can be connected with the control module 21 through a signal transmission line, so that the first sensor 23 can send the first actual speed to the control module 21 through the signal transmission line after collecting the first actual speed. The first sensor 23 can be connected with the input shaft 11 in different ways according to different types. For example, when the first sensor 23 is a pull rope type speed sensor, it can be connected with the input shaft 11 through a physical connection.

[0054] The second sensor 24 is connected with the control module 21 and the first output shaft 12, respectively. The second sensor 24 can be connected with the control module 21 through a signal transmission line, so that the second sensor 24 can send the second actual speed to the control module 21 through the signal transmission line after collecting the second actual speed. The second sensor 24 can be connected with the first output shaft 12 in different ways according to different types. For example, when the second sensor 24 is a pull rope type speed sensor, it can be connected with the first output shaft 12 through a physical connection.

[0055] The control module 21 is also connected with the adjusting assembly 13. When the adjusting assembly 13 is an electronic adjusting assembly, the control module 21 can be connected with the adjusting assembly 13 through a signal transmission line, so as to obtain the current theoretical transmission ratio between the input shaft 11 and the first output shaft 12. The determination of the theoretical transmission ratio is determined by the adjusting assembly 13 based on its own working parameters, and the control module 21 does not involve the determination of the theoretical transmission ratio.

[0056] After the control module 21 obtains the first actual speed, the second actual speed and the current theoretical transmission ratio, the current actual transmission ratio can be determined by the ratio between the first actual speed and the second actual speed, and the difference between the current theoretical transmission ratio and the current actual transmission ratio is obtained.

[0057] With a complete measurement process as an example, the use process of the transmission ratio testing device 2 of the present application is briefly described. First, before testing, a signal including vehicle working condition parameters such as driving speed, steering angle, etc. can be sent to the adjusting assembly 13, so as to control the adjusting assembly 13 to adjust the current theoretical transmission ratio to the theoretical transmission ratio corresponding to the vehicle working condition parameters. Then, the test starts, the tester controls the driving motor 22 to drive the input shaft 11 to rotate, and the control module 21 acquires the first actual speed collected by the first sensor 23 and the second actual speed collected by the second sensor 24 during the rotation of the input shaft 11. Finally, the control module 21 determines the difference between the current theoretical transmission ratio and the current actual transmission ratio based on the first actual speed, the second actual speed and the current theoretical transmission ratio.

[0058] In addition, it is worth noting that in the actual use process, the adjusting assembly 13 can be changed multiple times by sending signals including different vehicle working condition parameters to the adjusting assembly 13 multiple times. And after each change of the theoretical transmission ratio, the difference corresponding to the current theoretical transmission ratio is measured by the transmission ratio testing device 2 of the present application, and then the relationship between the difference and the vehicle working condition parameters is obtained.

[0059] The transmission ratio testing device 2 of the present embodiment includes a control module 21, a driving motor 22, a first sensor 23 and a second sensor 24. The control module 21 is connected to the first sensor 23 and the second sensor 24 respectively, for acquiring the collected information from the first sensor 23 and the second sensor 24. The first sensor 23 is connected to the input shaft 11 of the variable transmission ratio steering system 1, for acquiring the current first actual speed of the input shaft 11, and the second sensor 24 is connected to the first output shaft 12 of the variable transmission ratio steering system 1, for acquiring the current second actual speed of the first output shaft 12. In addition, the control module 21 is also connected to the adjusting assembly 13, for acquiring the current theoretical transmission ratio. The present embodiment collects the actual speeds of the input end and the output end of the variable transmission ratio steering system 1 through the first sensor 23 and the second sensor 24 respectively, and then determines the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system 1 based on the collected actual speeds of the two ends and the acquired current theoretical transmission ratio, so that the difference between the actual transmission ratio and the theoretical transmission ratio can be obtained by actual measurement, thereby eliminating the influence of wear on the accuracy of the difference determination, and finally realizing the accurate determination of the difference between the actual transmission ratio and the theoretical transmission ratio.

[0060] Optionally, the transmission ratio testing device 2 further includes a load simulation module 25 connected to the first output shaft 12;

[0061] The load simulation module 25 is used to simulate the load force on the first output shaft 12 when the variable-ratio steering system 1 is installed on a vehicle.

[0062] When the variable-ratio steering system 1 is installed on a vehicle and drives the wheels to deflect, the wheels will be subjected to frictional force from the ground during the deflection, which will hinder the rotation of the wheels and thus cause the first output shaft 12 to be subjected to a load force. Meanwhile, the load force is not only from the frictional force of the wheels but also from the frictional force between the mechanical transmission structure between the first output shaft 12 and the wheels.

[0063] The load simulation module 25 can simulate the load force by applying a force to the first output shaft 12 in the opposite direction of the rotation of the first output shaft 12.

[0064] In an alternative embodiment, the load simulation module 25 can be an electric motor. The output shaft of the electric motor is connected to the first output shaft 12, and the load force on the first output shaft 12 is simulated by controlling the output shaft of the electric motor to apply a torque to the first output shaft 12 in the opposite direction of the rotation of the first output shaft 12.

[0065] The load simulation module 25 is provided to simulate the load force on the first output shaft 12 when the variable-ratio steering system 1 is installed on a vehicle, so that the working condition of the first output shaft 12 on the transmission ratio measuring device is closer to the working condition of the first output shaft 12 on the vehicle, and the accuracy of the difference determination is improved.

[0066] Alternatively, the load simulation module 25 comprises a hysteresis brake 251 and a coupling 252, and the coupling 252 is connected to the hysteresis brake 251 and the first output shaft 12, respectively.

[0067] The hysteresis brake 251 is a mechanical device that works by utilizing the hysteresis phenomenon and comprises a stator and a rotor. The stator is composed of a permanent magnet and a magnetic yoke, and the rotor is made of an electrically conductive material. The stator composed of a permanent magnet and a magnetic yoke generates a magnetic field, and when the rotor rotates in the magnetic field, a braking torque opposite to the direction of rotation is generated.

[0068] The stator of the hysteresis brake 251 is fixed, and the rotor is connected to the coupling 252. The end of the coupling 252 away from the stator is connected to the output shaft. When the first output shaft 12 rotates, the hysteresis brake 251 applies a braking torque to the rotor through the stator to simulate the load force on the first output shaft 12.

[0069] The coupling 252 is a shaft connecting component. The coupling 252 and the hysteresis brake 251 and the first output shaft 12 can be connected by screw connection, keyway connection, clamping connection, separate clamping connection, and expansion connection, etc.

[0070] The load force received by the first output shaft 12 is simulated by the hysteresis brake 251, and the torque stability of the hysteresis brake 251 can be used to keep the load force received by the first output shaft 12 stable during the test, so as to avoid the influence of load fluctuation on the test data. At the same time, the hysteresis brake 251 and the first output shaft 12 are connected through the coupling 252, so that the quick connection between the first output shaft 12 and the load simulation module 25 can be realized, thereby improving the efficiency of the transmission ratio test.

[0071] Optionally, the adjusting assembly 13 comprises a gear train, a steering motor, and a theoretical transmission ratio determination module connected with the steering motor, the theoretical transmission ratio determination module being connected with the control module 21, and the gear train being connected with the first output shaft 12, the input shaft 11 and the second output shaft of the steering motor respectively.

[0072] The determination module is configured to acquire the current rotating speed of the second output shaft, and determine the current theoretical transmission ratio based on the current rotating speed of the second output shaft.

[0073] The transmission ratio test device 2 further comprises:

[0074] The acquisition module 26 is connected with the steering motor and the control module 21 respectively, and is configured to acquire the working condition parameters of the steering motor, the working condition parameters comprising at least one of input current, output voltage and asymmetry degree.

[0075] The control module 21 is configured to acquire the current theoretical transmission ratio when the value of the working condition parameters is within a preset range.

[0076] The gear train can be a harmonic gear train or a planetary gear train. Taking the planetary gear train as an example, the connection relationship of the adjusting assembly 13 in the variable transmission ratio steering system 1 is illustrated. The planetary gear train comprises a gear ring, a sun gear and a planet gear, the second output shaft of the steering motor, the first output shaft 12 and the input shaft 11 of the variable transmission ratio steering system 1 are connected with the rotating shaft of the gear ring, the rotating shaft of the sun gear and the planet carrier where the planet gear is located respectively, and the theoretical transmission ratio between the first output shaft 12 and the input shaft 11 is adjusted by changing the rotating speed of the second output shaft of the steering motor.

[0077] The control module 21 and the determination module can be connected with the steering motor through signal transmission lines. A rotation speed sensor for obtaining the rotation speed of the second output shaft of the steering motor is arranged in the steering motor. The determination module obtains the current rotation speed of the second output shaft from the rotation speed sensor of the steering motor through the signal transmission lines, and determines the current theoretical transmission ratio corresponding to the current rotation speed through the corresponding relationship between the rotation speed of the second output shaft and the theoretical transmission ratio. The corresponding relationship can be in the form of a corresponding table. In addition, the current theoretical transmission ratio can be determined based on the current rotation speed of the second output shaft through other technical means in the related art. The present application does not limit this.

[0078] In the case where the adjusting assembly 13 includes the steering motor, in order to ensure the accuracy of the test results, it is also necessary to determine whether the steering motor is in a normal working state before starting the test. For this purpose, the transmission ratio testing device 2 further includes a collection module 26. The collection module 26 is connected with the control module 21 through signal transmission lines, so that the collection module 26 can send the collected working condition parameters to the control module 21 through the signal transmission lines.

[0079] The collection module 26 can be a module integrated by various sensors. For example, when the working condition parameters include the input voltage and the input current, the collection module 26 can be a module integrated by a voltage sensor and a current sensor.

[0080] The preset range should be adapted to the type of the working condition parameters. For example, when the working condition parameters are the input current, the preset range should be a preset current range. When the working condition parameters are the input voltage, the preset range should be a preset voltage range.

[0081] In the case where the adjusting assembly 13 includes the steering motor, the present embodiment first determines whether the steering motor is in a normal working state through the working condition parameters of the steering motor, and then obtains the current theoretical transmission ratio in the case where the steering motor is in a normal working state, so as to avoid the test in an abnormal condition and prevent the occurrence of invalid test results.

[0082] Optionally, the transmission ratio testing device 2 further includes an ignition switch 27 connected with the control module 21, the ignition switch 27 being connected in a power supply circuit of the steering motor, and the ignition switch 27 being used for connecting or disconnecting the power supply circuit.

[0083] The control module 21 is used for controlling the ignition switch 27 to connect the power supply circuit in response to a test start signal, so as to make the steering motor in a working state.

[0084] The power supply circuit of the steering motor comprises a power supply and wires connected between the power supply and the steering motor. The ignition switch 27 is connected between the steering motor and the power supply, and is used to connect or disconnect the power supply circuit. When the power supply circuit is connected, the power supply outputs electric energy to the steering motor, so that the steering motor starts to work; when the power supply circuit is disconnected, the power supply cannot output electric energy to the steering motor, and the steering motor is in a shutdown state.

[0085] The measurement start signal can be a level signal. The control module 21 is provided with a physical button for the measurement start signal. When the tester needs to perform the transmission ratio test, the measurement start signal can be triggered through the physical button. The control module 21 responds to the measurement start signal, controls the ignition switch 27 to connect the power supply circuit, and further sends a steering signal to the steering motor after connecting the power supply circuit, so as to control the second output shaft of the steering motor to start to rotate.

[0086] The embodiment adds the ignition switch 27 in the device, so that the start and stop of the steering motor can be controlled by the control module 21, thereby improving the controllability and operability of the device.

[0087] Optionally, the control module 21 comprises a first calculation unit 211 and a second calculation unit 212, the first calculation unit 211 is connected with the first sensor 23 and the adjusting assembly 13 respectively, and the second calculation unit 212 is connected with the first calculation unit 211 and the second sensor 24 respectively.

[0088] The first calculation unit 211 is used to obtain a current theoretical transmission ratio, and determine a theoretical speed corresponding to the first actual speed of the first output shaft 12 based on the first actual speed and the current theoretical transmission ratio.

[0089] The second calculation unit 212 is used to determine a difference between the current theoretical transmission ratio and the current actual transmission ratio based on the theoretical speed and the second actual speed.

[0090] The control module 21 further comprises the first calculation unit 211 and the second calculation unit 212. The first calculation unit 211 is connected with the first sensor 23 and the adjusting assembly 13 through signal transmission lines, and the second calculation unit 212 is connected with the first calculation unit 211 and the second sensor 24 through signal transmission lines.

[0091] The first calculation unit 211 can determine the theoretical speed corresponding to the first actual speed of the first output shaft 12 through mathematical operation. Specifically, the quotient obtained by dividing the first actual speed by the current theoretical transmission ratio is the theoretical speed corresponding to the first actual speed of the first output shaft 12.

[0092] The second computing unit 212 can determine the gap between the current theoretical transmission ratio of the variable transmission ratio steering system 1 and the current actual transmission ratio through mathematical operation. Specifically, the gap between the current theoretical transmission ratio and the current actual transmission ratio can be represented by the difference between the second actual speed and the current theoretical speed of the first output shaft 12.

[0093] The embodiment splits the control module 21 into the first computing unit 211 and the second computing unit 212, and the gap between the theoretical transmission ratio and the actual transmission ratio is calculated through the coordination of the first computing unit 211 and the second computing unit 212, so that the control module 21 can be upgraded in units, and the flexibility of the control module 21 is improved.

[0094] Optionally, the transmission ratio testing device 2 further comprises a first support 281, a fixed tray 282, and a second support 283.

[0095] The driving motor 22 and the first sensor 23 are arranged on the first support 281, and the second sensor 24 is arranged on the second support 283. The fixed tray 282 is used to fix the variable transmission ratio steering system 1.

[0096] The fixed tray 282 is provided with at least one long hole a extending along the circumferential direction of the fixed tray 282 in the length direction, and the second support 283 is provided with a connecting hole corresponding to the position of the long hole a. The fixed tray 282 and the second support 283 are connected through a bolt arranged in the long hole a and the connecting hole.

[0097] The relative positions between the input shaft 11 and the first output shaft 12 of variable transmission ratio steering systems 1 of different models can be different. Therefore, in order to improve the adaptability of the transmission ratio testing device 2, the relative positions between the first sensor 23 and the second sensor 24 should be adjusted according to different variable transmission ratio steering systems 1. Therefore, the fixed tray 282 in the present application is provided with a long hole a for connecting with the second support 283.

[0098] The long hole a on the fixed tray 282 allows the bolt to be connected with the second support 283 at different positions of the fixed tray 282, so that the angle of the variable transmission ratio steering system 1 fixed on the fixed tray 282 relative to the first support 281 can be adjusted.

[0099] In an optional embodiment, the connecting hole arranged on the second support 283 can be a threaded hole or a non-threaded hole with a smooth inner wall, or can be a through hole or a blind hole.

[0100] Optionally, the transmission ratio testing device 2 further comprises a base 284, and the base 284 is provided with a sliding rail.

[0101] The first support 281 is fixed on the base 284, and the second support 283 is provided with a sliding part corresponding to the sliding rail, and the sliding part is located in the sliding rail.

[0102] In addition, in order to further improve the adaptability of the transmission ratio test device 2, the relative distance between the first support 281 and the second support 283 can also be adjusted according to the distance between the first output shaft 12 and the input shaft 11. Specifically, the first support 281 is fixed on the base 284, and the second support 283 is fixedly connected with the base 284 through the sliding connection of the sliding rail and the sliding part. When adjusting the relative distance between the first support 281 and the second support 283, the distance between the two is changed by sliding the sliding part in the sliding rail.

[0103] In an alternative embodiment, the sliding part can be a pulley or a sliding block.

[0104] Based on the above embodiments, reference is made to Figure 1 A schematic structural diagram of a transmission ratio test device 2 is shown, and the transmission ratio test device 2 of the present application will be described in the following example:

[0105] The transmission ratio test device 2 of the present application is applied to a variable transmission ratio steering system 1. The variable transmission ratio steering system 1 includes an input shaft 11, a first output shaft 12, a gear train, a steering motor, and a determination module connected with the steering motor, and the gear train is connected with the first output shaft 12, the input shaft 11 and a second output shaft of the steering motor respectively. The variable transmission ratio steering system 1 changes the theoretical transmission ratio between the input shaft 11 and the first output shaft 12 by changing the rotational speed of the second output shaft of the steering motor.

[0106] The transmission ratio test device 2 specifically includes the following structures:

[0107] The control module 21, the driving motor 22, the first sensor 23, the second sensor 24, the load simulation module 25, the acquisition module 26, the ignition switch 27, the first support 281, the fixed tray 282, the second support 283 and the base 284. Among them, the control module 21 includes a control unit 213, a first calculation unit 211 and a second calculation unit 212, and the load simulation module 25 includes a hysteresis brake 251 and a shaft coupling 252 connected with the hysteresis brake 251 and the second output shaft respectively.

[0108] The ignition switch 27 is connected with the control unit 213 and connected in the power supply circuit of the steering motor. The control unit 213 is used to control the ignition switch 27 to connect the power supply circuit in response to the test start signal, so that the steering motor starts to work.

[0109] The driving motor 22 is connected with the input shaft 11 and used to drive the input shaft 11 to rotate. The first sensor 23 is connected with the first computing unit 211 and the input shaft 11 respectively, and the first sensor 23 is used to collect the current first actual rotating speed of the input shaft 11. The second sensor 24 is connected with the second computing unit 212 and the first output shaft 12 respectively, and the second sensor 24 is used to collect the current second actual rotating speed of the first output shaft 12.

[0110] The collecting module 26 is connected with the first computing unit 211 and the steering motor, and the collecting unit is used to acquire the working condition parameters of the collecting module 26 for collecting the working condition parameters of the steering motor, and the working condition parameters include at least one of the input current, the output voltage and the asymmetry degree.

[0111] The first computing unit 211 is connected with the determining module, and the first computing unit 211 is used to acquire the current theoretical transmission ratio from the determining module in the case that the value of the working condition parameter is located in the preset range, and determine the theoretical rotating speed corresponding to the current first actual rotating speed of the first output shaft 12 based on the first actual rotating speed and the current theoretical transmission ratio. The second computing unit 212 is used to determine the difference value between the current theoretical transmission ratio and the current actual transmission ratio based on the theoretical rotating speed and the second actual rotating speed.

[0112] The driving motor 22 and the first sensor 23 are arranged on the first support 281 respectively, the second sensor 24 is arranged on the second support 283, and the fixed tray 282 is used to fix the variable transmission ratio steering system 1.

[0113] At least one long hole a extending along the circumferential direction of the fixed tray 282 is arranged on the fixed tray 282, a connecting hole corresponding to the position of the long hole a is arranged on the second support 283, and the fixed tray 282 and the second support 283 are connected through the bolt arranged in the long hole a and the connecting hole. A slide rail is arranged on the base 284, the first support 281 is fixed on the base 284, a sliding part corresponding to the slide rail is arranged on the second support 283, and the sliding part is located in the slide rail.

[0114] In a complete transmission ratio test process, before the test starts, the variable transmission ratio steering system 1 is fixed on the fixed tray 282, and the coupling 252 and the second sensor 24 are connected with the first output shaft 12. Then, the angle of the variable transmission ratio steering system 1 relative to the first support 281 is changed by adjusting the position of the bolt in the long hole a, and the distance between the variable transmission ratio steering system and the first support 281 is changed through the slide rail and the sliding part, so that the driving motor 22 and the first sensor 23 are connected with the input shaft 11 of the variable transmission ratio steering system 1 respectively.

[0115] After the variable transmission ratio steering system 1 is installed on the transmission ratio testing device 2, the control unit 213 controls the ignition switch 27 to be connected to the power supply circuit in response to a test start signal, and the steering motor starts to work. In the process of driving the motor 22 to drive the input shaft 11 to rotate, the first sensor 23 collects the first actual rotating speed of the input shaft 11 and transmits it to the first calculation unit 211, and the second sensor 24 collects the second actual rotating speed of the first output shaft 12 and transmits it to the second calculation unit 212. At the same time, the working condition parameters of the steering motor collected by the acquisition module 26 are sent to the first calculation unit 211.

[0116] The first calculation unit 211 obtains the current theoretical transmission ratio in the case that the value of the working condition parameter is in the preset range, and determines the theoretical rotating speed of the first output shaft 12 based on the current theoretical transmission ratio and the first actual rotating speed, and sends the theoretical rotating speed of the first output shaft 12 to the second calculation unit 212, so that the second calculation unit 212 determines the difference between the current theoretical transmission ratio and the current actual transmission ratio based on the theoretical rotating speed and the second actual rotating speed.

[0117] The application further provides a transmission ratio testing system, which comprises the transmission ratio testing device 2 provided in other embodiments of the application.

[0118] The application provides a transmission ratio testing device and system, which comprises a control module 21, a driving motor 22 connected with an input shaft 11 and used to drive the input shaft 11 to rotate, a first sensor 23 connected with the control module 21 and the input shaft 11 respectively, the first sensor 23 being used to collect the current first actual rotating speed of the input shaft 11, a second sensor 24 connected with the control module 21 and a first output shaft 12 respectively, the second sensor 24 being used to collect the current second actual rotating speed of the first output shaft 12, the control module 21 being further connected with an adjusting assembly 13, and the control module 21 being used to obtain the current theoretical transmission ratio from the adjusting assembly 13, and determine the difference between the current theoretical transmission ratio and the current actual transmission ratio between the input shaft 11 and the first output shaft 12 based on the first actual rotating speed, the second actual rotating speed and the current theoretical transmission ratio.

[0119] The transmission ratio testing device 2 described in the present application comprises a control module 21, a driving motor 22, a first sensor 23 and a second sensor 24. The control module 21 is connected with the first sensor 23 and the second sensor 24 respectively, and is used to acquire the collected information from the first sensor 23 and the second sensor 24. The first sensor 23 is connected with the input shaft 11 of the variable transmission ratio steering system 1, and is used to acquire the current first actual speed of the input shaft 11. The second sensor 24 is connected with the first output shaft 12 of the variable transmission ratio steering system 1, and is used to acquire the current second actual speed of the first output shaft 12. In addition, the control module 21 is also connected with the adjusting assembly 13, and is used to acquire the current theoretical transmission ratio. Through the first sensor 23 and the second sensor 24, the actual speeds of the input end and the output end of the variable transmission ratio steering system 1 are collected respectively, and then based on the collected actual speeds of the two ends and the acquired current theoretical transmission ratio, the difference between the actual transmission ratio and the theoretical transmission ratio of the variable transmission ratio steering system 1 is determined, so that the difference between the actual transmission ratio and the theoretical transmission ratio can be obtained through actual measurement, and then the influence of the wear on the accuracy of the difference determination is eliminated, and finally the accurate determination of the difference between the actual transmission ratio and the theoretical transmission ratio is realized.

[0120] Although preferred embodiments of the present application have been described, those skilled in the art who understand the basic inventive concept can make additional changes and modifications to the embodiments once they know the basic inventive concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present application.

[0121] Finally, it should also be noted that, in this document, the relationship terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, device, article or terminal device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, device, article or terminal device. Without more limitation, the element defined by the statement "including a" does not exclude the presence of another identical element in the process, device, article or terminal device including the element.

[0122] The above describes in detail the transmission ratio testing device and system provided by the application, the principles and implementation manners of the application are described by applying specific examples, and the above description of the examples is only used to help understand the device of the application and its core idea; meanwhile, for those skilled in the art, according to the idea of the application, the specific implementation manners and application ranges will be changed, and the above description of the specification should not be understood as a limitation on the application.

Claims

1. A transmission ratio testing device, characterized in that: Applicable to a variable transmission ratio steering system, the variable transmission ratio steering system includes an input shaft, a first output shaft, and an adjustment assembly connected to the input shaft and the first output shaft respectively, the adjustment assembly is used to change the theoretical transmission ratio between the input shaft and the first output shaft, and the transmission ratio testing device includes: Control module; a driving motor connected to the input shaft, the driving motor being used to drive the input shaft to rotate; a first sensor, connected to the control module and the input shaft respectively, and configured to collect a first actual current rotational speed of the input shaft; a second sensor, connected to the control module and the first output shaft respectively, and configured to collect a second actual speed of the first output shaft; The control module is also connected to the adjustment component, and the control module is used to obtain the current theoretical transmission ratio from the adjustment component; and based on the first actual speed, the second actual speed and the current theoretical transmission ratio, determine the difference between the current theoretical transmission ratio and the current actual transmission ratio between the input shaft and the first output shaft.

2. The transmission ratio testing device according to claim 1, characterized in that: The transmission ratio testing device further includes: a load simulation module connected to the first output shaft; The load simulation module is used to simulate the load force applied to the first output shaft when the variable transmission ratio steering system is installed on a vehicle.

3. The transmission ratio testing device according to claim 2, characterized in that: The load simulation module includes: a hysteresis brake and a coupling, and the coupling is connected to the hysteresis brake and the first output shaft respectively.

4. The transmission ratio testing device according to claim 1, characterized in that: The adjustment assembly includes a gear train, a steering motor, and a theoretical transmission ratio determination module connected to the steering motor, the theoretical transmission ratio determination module is connected to the control module, and the gear train is respectively connected to the first output shaft, the input shaft, and the second output shaft of the steering motor; The determining module is configured to obtain a current rotational speed of the second output shaft, and determine the current theoretical transmission ratio based on the current rotational speed of the second output shaft; The transmission ratio testing device further comprises: an acquisition module, connected to the steering motor and the control module respectively, and configured to acquire operating parameters of the steering motor, wherein the operating parameters include at least one of input current, output voltage, and asymmetry; The control module is used to obtain the current theoretical transmission ratio when the value of the operating condition parameter is within a preset range.

5. The transmission ratio testing device according to claim 4, characterized in that: The transmission ratio testing device further includes: an ignition switch connected to the control module, the ignition switch being connected to a power supply circuit of the steering motor, the ignition switch being used to connect or disconnect the power supply circuit; The control module is used to control the ignition switch to connect to the power supply circuit in response to a test start signal, so that the steering motor is in an operating state.

6. The transmission ratio testing device according to claim 1, characterized in that: The control module includes: a first calculation unit and a second calculation unit, the first calculation unit is connected to the first sensor and the adjustment component respectively, and the second calculation unit is connected to the first calculation unit and the second sensor respectively; The first calculation unit is configured to obtain the current theoretical transmission ratio; and determine a current theoretical speed of the first output shaft corresponding to the first actual speed based on the first actual speed and the current theoretical transmission ratio; The second calculation unit is configured to determine a difference between the current theoretical transmission ratio and the current actual transmission ratio based on the theoretical rotational speed and the second actual rotational speed.

7. The transmission ratio testing device according to claim 1, characterized in that: The transmission ratio testing device further comprises: a first support, a fixed tray and a second support; The drive motor and the first sensor are respectively arranged on the first support, the second sensor is arranged on the second support, and the fixed tray is used to fix the variable transmission ratio steering system; The fixed pallet is provided with at least one long hole whose length direction extends along the circumferential direction of the fixed pallet, and the second support is provided with a connecting hole corresponding to the position of the long hole. The fixed pallet and the second support are connected by bolts passing through the long hole and the connecting hole.

8. The transmission ratio testing device according to claim 7, characterized in that: The transmission ratio testing device further comprises: a base, on which a slide rail is provided; The first support is fixed on the base, and the second support is provided with a sliding portion corresponding to the slide rail, and the sliding portion is located in the slide rail.

9. A transmission ratio testing system, characterized in that: The transmission ratio testing system includes the transmission ratio testing device according to any one of claims 1-8.

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