A front wheel rotation angle sensor with adjustable range

Abstract

This utility model relates to a front wheel steering angle sensor with adjustable range, including a sensor body, a magnetic block, and a PCB board. The sensor body is connected to the vehicle body through mounting holes, and its built-in center calibration structure is aligned with the steering axis. The magnetic block contains a radially magnetized bare magnet, which forms a magnetic field with the Hall chip on the PCB board. The PCB board is rigidly fixed to the body and is detachable, integrating a Hall sensor chip with an SPI interface for programmable operation, supporting software configuration of the detection range and zero-point parameters. The signal is converted from 3.3V to 5V via a level conversion chip, and a multi-stage power supply module provides dual-channel regulated power. After the microprocessor calculates the angle data, it is output by the CAN bus controller. This sensor establishes an initial zero point through a zero-point calibration component, featuring a compact structure and convenient installation. The software configuration is flexible and adaptable to different range requirements, making it particularly suitable for autonomous driving systems in construction machinery and agricultural machinery, effectively improving steering angle detection accuracy and multi-platform compatibility.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle sensor technology, and particularly relates to a front wheel steering angle sensor with adjustable range. Background Technology

[0002] In the fields of modern automobiles, construction machinery, and agricultural machinery, with continuous technological advancements, increasingly stringent requirements have been placed on vehicle safety and handling. Vehicle handling and driving safety not only affect the experience of passengers but also directly impact driving safety. As a key component of the vehicle's front wheel steering system, the front wheel steering sensor plays a crucial role in real-time detection of the front wheel steering angle, and its performance significantly influences the overall vehicle performance. Currently, most widely used front wheel steering sensors are based on the Hall effect principle, typically consisting of a sensing magnet and a sensor body, installed near the steering mechanism. They detect the front wheel steering angle through the Hall effect magnetic induction principle. However, existing sensors of this type have several shortcomings. Firstly, most of their sensor chips are designed for a 360° full-range measurement, unable to be flexibly adjusted according to the actual steering angle range. When the actual detection range is small, this fixed-range design leads to decreased detection accuracy, making it difficult to meet the demands of high-precision detection. Secondly, the installation position of the sensing magnet is extremely critical; even slight deviations can easily result in zero-point errors, requiring repeated adjustments and calibrations. This not only increases the difficulty of installation and debugging but may also lead to unstable sensor performance. Furthermore, due to limited sensor installation space, existing products generally output analog signals. The vehicle controller needs to perform complex calculations to obtain angle information, which not only increases the difficulty and complexity of software processing but may also introduce additional errors, affecting the accuracy and reliability of angle detection.

[0003] Given the aforementioned problems with existing front wheel steering angle sensors, developing a range-adjustable front wheel steering angle sensor is of significant practical importance. This sensor can flexibly adjust its range according to actual needs, improving detection accuracy, reducing installation and debugging difficulty, and simplifying signal processing. This provides the vehicle with more accurate and reliable front wheel steering angle information, further enhancing vehicle handling and driving safety. Utility Model Content

[0004] To address the problems existing in the prior art, this utility model provides a front wheel steering angle sensor with adjustable range.

[0005] This utility model is implemented as follows: a front wheel steering angle sensor with adjustable range includes a sensor body, a magnetic block, and a PCB board installed inside the sensor body. The sensor body is provided with: At least two sensor body mounting holes for connection to the vehicle body; The center calibration structure includes a sensor center point set at the geometric center of the sensor body, which is used to establish a reference alignment relationship with the vehicle body steering axis; The zero-point calibration component includes sensor marking points disposed on the side wall of the sensor body. The sensor body and the magnetic block establish an initial zero position through the cooperation of the sensor marking points and the marking port. The magnetic block is equipped with: The magnetic component includes a radially magnetized bare magnet, which is fixed in the magnet mounting slot by magnetic adhesive and forms a magnetic field sensing interaction with the Hall chip set in the sensor body; The cable management device includes a cable outlet hole located on the side of the sensor body and on the back of the PCB board for routing power cables and signal cables; the PCB board is rigidly fixed by a circuit board mounting boss provided inside the sensor body and is detachably connected to the sensor body through fixing holes in the PCB board. The PCB board is equipped with a magnetic induction acquisition module, which is composed of a Hall sensor chip, and its SPI interface is configured with a programmable detection range and zero-position parameter. The signal conversion module uses a level conversion chip to bridge the Hall sensor chip and the microprocessor to achieve 3.3V and 5V level conversion. The multi-stage power module includes a first power conversion unit that reduces the 9-32V system power to 5V, and a second power conversion unit that reduces the 5V secondary power to 3.3V. The microprocessor receives Hall effect detection data via the SPI bus and performs angle calculations. The data interaction module, including the CAN bus controller, encapsulates and transmits the calculated steering angle according to a preset protocol; The first power conversion unit supplies power to the Hall sensor chip and the level conversion chip, and the second power conversion unit supplies power to the microprocessor, the CAN bus controller and the level conversion chip. The SPI output of the Hall sensor chip is connected to the SPI input of the microprocessor via the level conversion chip.

[0006] More preferably, the Hall sensor chip is a magnetic sensing chip of model MT6501 or MLX90316, whose SPI interface supports online parameter configuration function.

[0007] More preferably, the level conversion chip is a TXS1040EPWR bidirectional level converter, whose first voltage domain is connected to a 5V-powered Hall sensor chip, and its second voltage domain is connected to a 3.3V-powered microprocessor.

[0008] More preferably, the microprocessor is an STM32F103T8U6 microprocessor, which integrates an SPI host interface and a CAN bus controller peripheral connection.

[0009] More preferably, the first power conversion unit is a 78L05 linear regulator and the second power conversion unit is an LP5907MFX-3.3 low dropout regulator.

[0010] More preferably, the CAN bus controller uses an SN65HVD230 transceiver.

[0011] The advantages and technical effects of this utility model are as follows: The overall technical effect of the front wheel steering angle sensor of this utility model is significant, and it has many advantages.

[0012] Firstly, regarding detection accuracy and ease of installation, the use of a configurable Hall effect chip allows for flexible setting of the detection range. This feature significantly improves the accuracy of angle detection, ensuring more accurate and reliable measurement results. Simultaneously, the chip also supports zero-point setting, eliminating the need for repeated adjustments to the sensor's position during installation to calibrate the zero point. This greatly simplifies the installation process, improves efficiency, and reduces installation difficulty and labor costs.

[0013] Secondly, regarding data transmission, the sensor uses a CAN communication interface, enabling it to directly transmit the calculated angle information to the vehicle control system or other devices that require the data. This direct transmission method not only reduces the conversion and calculation steps during data transmission, lowering the difficulty and error rate of software calculations, but also improves the real-time performance and accuracy of data transmission, facilitating efficient collaborative work between various vehicle systems.

[0014] Furthermore, in terms of protection, the sensor is encapsulated using a potting compound, effectively enhancing its protection level. This encapsulation method allows the sensor to withstand adverse factors such as vibration, rain, and mud splashes that engineering and agricultural machinery may encounter in harsh working environments, ensuring stable and reliable operation in various complex environments and extending the sensor's service life.

[0015] In summary, the front wheel steering angle sensor of this utility model has demonstrated good results in the application of autonomous driving in construction machinery and agricultural machinery due to its advantages such as simple structure, easy installation, wide applicability, and good compatibility, providing strong support for the intelligent upgrading of related fields. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a top view of the sensor body; Figure 3 This is a bottom view of the sensor body; Figure 4 This is a schematic diagram of the magnetic block structure; Figure 5 It is a control principle diagram; Figure 6 This is the circuit diagram of the TXS1040EPWR bidirectional level converter; Figure 7 This is the circuit diagram of the STM32F103T8U6 microprocessor; Figure 8 This is the circuit diagram for the SN65HVD230 transceiver.

[0017] In the diagram: 1. Sensor body; 101. Sensor body mounting hole; 102. Sensor center point; 2. Magnetic block; 204. Identification port; 103. Sensor identification point; 201. Bare magnet; 203. Magnet mounting slot; 10. Hall sensor chip; 20. Level conversion chip; 30. Microprocessor; 40. First power conversion unit; 50. Second power conversion unit; 60. CAN bus controller. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this utility model.

[0019] Please see Figures 1 to 8A range-adjustable front wheel steering angle sensor includes a sensor body 1, a magnetic block 2, and a PCB board installed inside the sensor body 1. The sensor body 1 has: at least two sensor body mounting holes 101 for connection to a vehicle body; a center calibration structure including a sensor center point 102 located at the geometric center of the sensor body 1 for establishing a reference alignment with the vehicle steering axis; and a zero-point calibration component including sensor marking points 103 located on the side wall of the sensor body 1. The sensor body 1 and the magnetic block 2 establish an initial zero position through the cooperation of the sensor marking point 103 and the marking port 204. The magnetic block 2 is provided with: a magnetic component, including a radially magnetized bare magnet 201, which is fixed in the magnet mounting groove 203 by magnetic adhesive, and forms a magnetic field induction cooperation with the Hall chip set in the sensor body 1; a cable management device, including a cable outlet hole 104 set on the side of the sensor body 1 and located on the back of the PCB board, for leading out power lines and signal lines; the PCB board is rigidly fixed by the circuit board mounting boss 106 set in the sensor body 1, and forms a detachable connection with the sensor body 1 through the PCB board fixing hole 105; the PCB board is provided with a magnetic induction acquisition module, which is composed of a Hall sensor chip 10, whose SPI interface is configured with a programmable detection range and zero position parameters; a signal conversion module, which uses a level conversion chip 2 to bridge the Hall sensor chip 10 and the microprocessor 30 to realize the conversion between 3.3V and 5V level systems; a multi-stage power supply module, including a first power conversion unit 40 to convert 9- The 32V system power supply is reduced to 5V, and the second power conversion unit 50 further reduces the 5V to 3.3V. The microprocessor 30 receives Hall sensor data via the SPI bus and performs angle calculation. The data interaction module, including the CAN bus controller 80, encapsulates and transmits the calculated steering angle according to a preset protocol. The first power conversion unit 40 supplies power to the Hall sensor chip 10 and the level conversion chip 2, and the second power conversion unit 50 supplies power to the microprocessor 30, the CAN bus controller 80, and the level conversion chip 2. The SPI output of the Hall sensor chip 10 is connected to the SPI input of the microprocessor 30 via the level conversion chip 2.

[0020] More preferably, the Hall sensor chip 10 is a magnetic sensing chip of model MT6501 or MLX90316, whose SPI interface supports online parameter configuration function.

[0021] More preferably, the level conversion chip is a TXS1040EPWR bidirectional level converter, with its first voltage domain connected to a 5V-powered Hall sensor chip and its second voltage domain connected to a 3.3V-powered microprocessor. Pins B1, B2, and B3 of the conversion chip are connected to the SDAT, SCK, and CSN pins of the Hall sensor chip; pins A1, A2, and A3 of the conversion chip are connected to the SPI1-MOSI, SPI1-SCK, and SPI1-NSS pins of the microprocessor.

[0022] More preferably, the microprocessor is an STM32F103T8U6 microprocessor, which integrates a CAN controller. The RXCAN and TXCAN of the microprocessor are connected to the TXD and RXD of the CAN bus controller.

[0023] More preferably, the first power conversion unit is a 78L05 linear regulator and the second power conversion unit is an LP5907MFX-3.3 low dropout regulator.

[0024] More preferably, the CAN bus controller uses an SN65HVD230 transceiver, whose input is connected to the RXCAN and TXCAN pins of the microprocessor, and whose output is connected to the vehicle CAN bus network after passing through a common-mode inductor, a filter capacitor, and a TVS protection device.

[0025] A detailed analysis of the working principle of an adjustable-range front wheel steering angle sensor: Installation of the sensor body and magnetic block, and establishment of the initial zero point. Installation method: The sensor body is connected to the vehicle body through at least two sensor body mounting holes to ensure stable installation on the vehicle body. Simultaneously, the sensor center point in the center calibration structure of the sensor body is aligned with the vehicle's steering axis to ensure that the sensor accurately reflects the front wheel steering angle.

[0026] Initial zero-position establishment: The magnetic block has a marking port, and the sensor body has a sensor marking point on its side wall. During installation, the sensor marking point and the marking port work together to establish an initial zero position between the sensor body and the magnetic block, which serves as the reference for subsequent angle detection.

[0027] Magnetic Component Structure for Magnetic Induction and Magnetic Induction Acquisition: The magnetic component in the magnetic block contains radially magnetized bare magnets, which are fixed to the magnet mounting slots by magnetic adhesive. When the wheel turns, the magnetic block rotates with the wheel, and its magnetic field changes accordingly.

[0028] Magnetic field induction: A Hall chip inside the sensor body forms a magnetic field induction connection with the bare magnet. As the magnetic block rotates, the strength and direction of the magnetic field change, and the Hall chip can sense these changes and convert them into electrical signals.

[0029] Magnetic induction acquisition module: A magnetic induction acquisition module, composed of a Hall sensor chip, is located on the PCB board. The Hall sensor chip can detect changes in the magnetic field and convert them into corresponding electrical signals. Its built-in SPI interface is configured with a programmable detection range and zero-point parameter, which can be adjusted according to actual needs to improve detection accuracy and adaptability.

[0030] Signal conversion and power supply signal conversion: The signal conversion module uses a level conversion chip to bridge the Hall sensor chip and the microprocessor. Since the Hall sensor chip and the microprocessor may operate under different voltage levels (such as 3.3V and 5V), the level conversion chip can realize the level conversion between the two to ensure that the signal can be transmitted accurately.

[0031] Power Supply: The multi-stage power module includes a first power conversion unit and a second power conversion unit. The first power conversion unit steps down the 9-32V system power to 5V to power the Hall sensor chip and level conversion chip; the second power conversion unit steps down the 5V secondary power to 3.3V to power the microprocessor, CAN bus controller, and level conversion chip. This multi-stage power design can meet the power requirements of different modules and ensure the stable operation of the sensor system.

[0032] Angle calculation and data interaction: Angle calculation: The microprocessor receives Hall detection data through the SPI bus, processes the data according to the built-in algorithm, performs angle calculation, and calculates the actual steering angle of the front wheels.

[0033] Data Interaction: The data interaction module includes a CAN bus controller, which encapsulates and transmits the calculated steering angle according to a preset protocol. Through the CAN bus, sensors can transmit the detected steering angle information to other vehicle control systems, enabling information sharing and collaborative operation among these systems.

[0034] Overall workflow: When the wheel turns, the magnetic block rotates with the wheel, and the change in its magnetic field is sensed by the Hall sensor chip and converted into an electrical signal. This electrical signal is then converted by a level conversion chip and transmitted to the microprocessor. The microprocessor processes the signal, calculates the steering angle of the front wheels, and transmits the angle information to other systems in the vehicle via the CAN bus controller. Throughout the process, a multi-stage power supply module provides a stable power supply to each module, ensuring the normal operation of the sensor system. Furthermore, through programmable detection range and zero-point parameters, this sensor can adapt to different detection needs, improving detection accuracy and reliability.

[0035] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A range-adjustable front wheel steering angle sensor, comprising a sensor body (1), a magnetic block (2), and a PCB board installed within the sensor body (1), characterized in that: The sensor body (1) is provided with: at least two sensor body mounting holes (101) for connecting to the vehicle body; and a center calibration structure, including a sensor center point (102) set at the geometric center of the sensor body (1) for establishing a reference alignment relationship with the steering axis of the vehicle body; The zero-point calibration component includes a sensor marking point (103) set on the side wall of the sensor body (1). The sensor body (1) and the magnetic block (2) establish an initial zero position through the cooperation of the sensor marking point (103) and the marking port (204). The magnetic block (2) is provided with: a magnetic component, including a radially magnetized bare magnet (201), which is fixed in the magnet mounting groove (203) by magnetic adhesive and forms a magnetic field induction cooperation with the Hall chip provided in the sensor body (1); a cable management device, including a cable outlet hole (104) provided on the side of the sensor body (1) and located on the back of the PCB board for leading out power lines and signal lines; the PCB board is rigidly fixed by the circuit board mounting boss (106) provided in the sensor body (1) and forms a detachable connection with the sensor body (1) through the PCB board fixing hole (105); The PCB board is equipped with a magnetic induction acquisition module, which is composed of a Hall sensor chip (10) and its SPI interface is configured with a programmable detection range and zero-position parameters. The signal conversion module uses a level conversion chip (20) to bridge the Hall sensor chip (10) and the microprocessor (30) to realize the conversion between 3.3V and 5V level systems; The multi-stage power module includes a first power conversion unit (40) that reduces the 9-32V system power to 5V, and a second power conversion unit (50) that reduces the 5V secondary power to 3.3V. The microprocessor (30) receives Hall detection data via the SPI bus and performs angle calculation; The data interaction module includes a CAN bus controller (60) that encapsulates and transmits the calculated steering angle according to a preset protocol; wherein the first power conversion unit (40) supplies power to the Hall sensor chip (10) and the level conversion chip (20), and the second power conversion unit (50) supplies power to the microprocessor (30), the CAN bus controller (60) and the level conversion chip (20), and the SPI output terminal of the Hall sensor chip (10) is connected to the SPI input terminal of the microprocessor (30) via the level conversion chip (20).

2. The front wheel steering angle sensor according to claim 1, characterized in that: The Hall sensor chip (10) is a magnetic sensing chip of model MT6501 or MLX90316.

3. The front wheel steering angle sensor according to claim 1, characterized in that: The level conversion chip (20) is a TXS1040EPWR bidirectional level converter, whose first voltage domain is connected to a 5V-powered Hall sensor chip (10), and its second voltage domain is connected to a 3.3V-powered microprocessor (30).

4. The front wheel steering angle sensor according to claim 1, characterized in that: The microprocessor (30) is an STM32F103T8U6 microprocessor, which integrates an SPI host interface and a CAN bus controller peripheral connection.

5. The front wheel steering angle sensor according to claim 1, characterized in that: The first power conversion unit (40) is a 78L05 linear regulator, and the second power conversion unit (50) is an LP5907MFX-3.3 low dropout regulator.

6. The front wheel steering angle sensor according to claim 1, characterized in that: The CAN bus controller (60) uses an SN65HVD230 transceiver.

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