Vehicle steering angle detection device and vehicle

Abstract

The utility model relates to engineering vehicle technical field especially, and it is a kind of vehicle steering angle detection device and vehicle.The device includes encoder support, angle encoder, pole and limiting piece;The encoder support is used to install on the suspension bracket of vehicle;The angle encoder is installed in encoder support, to be used to detect the rotation angle of angle encoder;The first end of the pole is rotatably installed at the top of angle encoder;The limiting piece is rotatably installed on the frame and is located at the one end of angle encoder away from the slewing bearing of vehicle, the second end of the pole passes through the limiting piece, slewing bearing is installed on the frame, and is located between the frame and suspension bracket.The utility model effectively solves the technical problem that angle detection device in the prior art requires high installation precision for driving gear and driven gear, leading to complex manufacturing and installation process, high cost and difficult maintenance.

Description

Technical Field

[0001] This utility model relates to the field of engineering vehicle technology, and in particular to a vehicle steering angle detection device and vehicle. Background Technology

[0002] Currently, specialized transport vehicles required for specific scenarios such as tunnels and large shipyards are typically multi-wheel-set individual drive vehicles. This means that each wheel set can be independently controlled for its driving, steering, and lifting actions, requiring smooth vehicle operation, precise path control, and rapid response. Therefore, precise control of the vehicle's steering angle is necessary to ensure vehicle handling stability and driving safety.

[0003] Existing angle detection devices use a first gear, a second gear, and a third gear meshing simultaneously on the steering shaft. A first angle sensor detects the rotation angle of the second gear, and a second angle sensor detects the rotation angle of the third gear. A microcontroller unit uses the phase difference between the meshing first and second gears to acquire a set of absolute position angle signals, thus obtaining the steering angle of the steering shaft. It can be seen that although this angle detection device can obtain the steering angle of the steering shaft, it requires three gears and two sets of angle sensors, resulting in a large number of parts and a complex system structure.

[0004] To address the aforementioned issues, patent application CN118082970A discloses a vehicle and its steering angle detection device. The vehicle has a steering shaft connected to a steering wheel, and the steering shaft has a return-to-center position and a limit position for rotation in one direction from the return-to-center position. The steering angle detection device includes a drive gear, a driven gear, a first angle detection module, and a processing module. The drive gear is sleeved on the steering shaft; the driven gear meshes with the drive gear, and the transmission ratio between the drive gear and the driven gear is configured such that when the steering shaft rotates from the return-to-center position to any limit position in any direction, the rotation angle of the driven gear is less than or equal to half a revolution. The first angle detection module detects the rotation angle of the driven gear. The processing module acquires the rotation angle of the driven gear and, based on the rotation angle of the driven gear and the transmission relationship between the drive gear and the driven gear, determines the rotation angle of the drive gear, thereby obtaining the rotation angle of the steering shaft.

[0005] The aforementioned steering angle detection device uses an angle detection module and two gears. By combining the transmission relationship between the driving gear and the driven gear, the rotation angle of the driving gear can be determined, thereby obtaining the rotation angle of the steering shaft. Compared with existing angle detection devices, this reduces the number of parts and simplifies the system structure. However, the aforementioned steering angle detection device has high requirements for installation accuracy, requiring precise control of the center distance and meshing depth of the driving gear and driven gear. The manufacturing and installation processes are complex, resulting in high production costs and difficult subsequent maintenance. Utility Model Content

[0006] This utility model provides a vehicle steering angle detection device to solve the technical problem that the existing angle detection device has high requirements for the installation accuracy of the driving gear and driven gear, resulting in complex manufacturing and installation processes, high costs and difficult maintenance; the purpose of this utility model is also to provide a vehicle.

[0007] To solve the above problems, the vehicle steering angle detection device provided by this utility model adopts the following technical solution: The vehicle steering angle detection device includes an encoder support, an angle encoder, a lever, and a limit component; The encoder mount is used for mounting on the vehicle's suspension frame; The angle encoder is installed in the encoder support to detect the rotation angle of the angle encoder. The first end of the lever is rotatably mounted on top of the angle encoder; The limiting member is rotatably mounted on the vehicle frame and located at the end of the angle encoder opposite to the vehicle slewing bearing. The second end of the lever passes through the limiting member, and the frame is mounted on the slewing bearing.

[0008] The beneficial effects of the vehicle steering angle detection device provided by this utility model are: 1. An angle encoder is installed on the vehicle suspension and a limiting component is installed on the vehicle frame. The second end of a lever, which is rotatably mounted on top of the angle encoder, passes through the limiting component. When the vehicle turns, the movable part of the slewing bearing rotates, causing the frame and the limiting component to rotate, which in turn causes the second end of the lever to rotate around its first end. Since the distance between the center of the angle encoder and the center of the slewing bearing is fixed after installation, and the distance between the center of the slewing bearing and the center of the limiting component is fixed, the angle encoder can measure the rotation angle of the angle encoder (i.e., the angle between the lever axis and the vehicle's forward direction). The angle information detected by the angle encoder can then be transmitted to the vehicle's infotainment system. The vehicle's infotainment system calculates the vehicle's steering angle based on the detected angle information and trigonometric relationships. The vehicle steering angle detection device provided by this utility model mainly consists of an angle encoder, a lever, and a limiting component. It eliminates the complex transmission structure of the driving gear and driven gear in the traditional solution. During installation, there is no need to consider the complex meshing accuracy and transmission ratio matching requirements between the driving gear and driven gear. It is only necessary to ensure that the distance between the center of the angle encoder and the center of the slewing bearing is fixed, and that the lever and limiting component are correctly installed in the corresponding positions. This makes the installation process simpler and greatly reduces the requirements for installation accuracy, thereby simplifying the manufacturing and installation process.

[0009] 2. The angle encoder is mounted on the vehicle suspension frame, and the distance between its center and the center of the slewing bearing is fixed, providing a stable reference for angle detection. The first end of the lever is rotatably mounted on the top of the angle encoder, and its second end passes through a limiting component rotatably mounted on the vehicle frame and located at the end of the angle encoder opposite to the slewing bearing. The lever can rotate flexibly with the movement of related vehicle components. By detecting its rotation angle (i.e., the angle between the lever axis and the vehicle's forward direction) through the angle encoder, and combining this with basic trigonometric functions, the vehicle's steering angle information can be accurately obtained. The entire process does not rely on complex gear transmissions to transmit motion and angle information. This mechanical connection method has a simple structure, and when the device malfunctions, it is easier to locate the faulty component. If the angle encoder, lever, or limiting component malfunctions, it can be directly repaired or replaced, making the maintenance process simpler and reducing maintenance costs and difficulty.

[0010] 3. The angle encoder has flexible installation position and can be installed in any position on the vehicle suspension that is conducive to installation and maintenance. It can be used on different types of vehicles, making the vehicle steering angle detection device provided by this utility model more widely applicable.

[0011] In summary, this utility model effectively solves the technical problem in the prior art where the angle detection device has high requirements for the installation accuracy of the driving gear and the driven gear, resulting in complex manufacturing and installation processes, high costs, and difficult maintenance.

[0012] Furthermore, the first end of the lever is provided with a mounting member, which has a vertical mounting hole. The mounting member has an opening on the side opposite to the lever that communicates with the vertical mounting hole. The mounting member has horizontal mounting holes symmetrically provided on both sides of the opening for mounting connectors. The connectors are installed in the horizontal mounting holes to tighten the opening and clamp the mounting member to the main shaft at the top of the angle encoder.

[0013] Beneficial effects: The mounting piece has a vertical mounting hole, and there is an opening on the side away from the lever that communicates with the vertical mounting hole. During installation, you only need to align the spindle of the angle encoder with the opening, slide the spindle into the vertical mounting hole from the opening, and then install the connector in the horizontal mounting hole to fix the spindle in the mounting hole. The installation steps are simple and save installation time and labor costs.

[0014] Furthermore, a bearing housing is installed on the frame, a bearing is installed inside the bearing housing, and the limiting member is installed inside the bearing.

[0015] Furthermore, the limiting component is a movable clamping plate, which includes a vertical section and two clamping sections. The vertical section is installed inside the bearing, and the two clamping sections are symmetrically arranged on both sides of the vertical section and are connected to the bottom of the vertical section. The two clamping sections form a limiting area for the lever to pass through, and the lever is clearance-fitted with the two clamping sections.

[0016] Beneficial effects: On the one hand, the limiting area formed by the two clamping sections of the movable plate can precisely limit the range of motion of the lever. During vehicle operation, the lever will reciprocate within a certain range. The movable plate, through its clearance fit with the lever, allows the lever to move freely within the limiting area while preventing the lever from colliding or interfering with other components due to excessive swinging or deviation. This ensures the stability and accuracy of the lever's movement, thereby ensuring the normal operation of the entire vehicle steering angle detection device. On the other hand, the clearance fit design can, to a certain extent, play a role in buffering and shock absorption. When the vehicle encounters bumps or vibrations during driving, the gap between the lever and the clamping section can absorb some vibration energy, reducing the direct impact of vibration and shock on the movable plate and lever, lowering the risk of component damage caused by vibration, extending the service life of the movable plate and lever, and improving the stability and reliability of the device operation.

[0017] Furthermore, the clamping section includes a horizontal plate and a vertical plate, one end of the horizontal plate is connected to the top of the vertical plate, and the other end is connected to the bottom of the vertical section. The length of the vertical plate is greater than the diameter of the lever.

[0018] Beneficial effects: When the lever is within the limiting area, the vertical plate can block the lever from the side, preventing excessive horizontal deviation. The horizontal plate, to a certain extent, limits the lever's vertical movement, thus achieving all-around limiting of the lever and greatly improving the accuracy and reliability of the limiting. Furthermore, during vehicle steering, the lever will swing up and down within a certain range. The longer vertical plate ensures that the lever remains within the limiting area during swing, preventing it from deviating from the limit due to excessive swing amplitude. This accurately limits the lever's trajectory, ensuring that the vehicle steering angle detection device can accurately acquire the lever's position information, improving the accuracy and reliability of the detection.

[0019] Furthermore, the bottom of the vertical section has a boss, and the horizontal plate is connected to the boss.

[0020] Furthermore, the top of the limiting area is an upwardly convex semi-circle.

[0021] Furthermore, a limiting member base is installed on the bottom surface of the frame, and the center of the limiting member base has an installation opening for accommodating the bearing and the vertical section.

[0022] Furthermore, an encoder base is mounted on the suspension frame, and an encoder support is mounted on the encoder base.

[0023] Beneficial effects: The encoder base is first fixed to the suspension frame, and then the encoder support is installed on the encoder base. The contact surfaces between the encoder base and the encoder support are machined (such as milling and grinding), which have extremely high flatness and smoothness, and can offset the machining / installation errors of the top surface of the suspension structure.

[0024] To solve the above problems, the vehicle steering angle detection device provided by this utility model adopts the following technical solution: The vehicle includes a frame, suspension frame, slewing bearing and vehicle infotainment system, and also includes the aforementioned vehicle steering angle detection device, which includes an encoder support, an angle encoder, a lever and a limiter. The encoder mount is used for mounting on the vehicle's suspension frame; The angle encoder is installed in the encoder support to detect the rotation angle of the angle encoder. The first end of the lever is rotatably mounted on top of the angle encoder; The limiting member is rotatably mounted on the frame and located at the end of the angle encoder away from the vehicle slewing bearing, and the second end of the lever passes through the limiting member; The slewing bearing is mounted on the vehicle frame and is located between the vehicle frame and the suspension frame; The angle encoder is connected to the vehicle infotainment system to transmit the detected angle value to the vehicle infotainment system, which then calculates the vehicle steering angle based on the received angle value.

[0025] The beneficial effects of the vehicle provided by this utility model are: 1. By installing a vehicle steering angle detection device, the rotation angle of the angle encoder can be measured using the vehicle steering angle detection device. Combined with the distance between the rotation center of the angle encoder and the rotation center of the vehicle slewing bearing and the trigonometric function relationship, the vehicle steering angle can be calculated.

[0026] 2. The angle encoder is directly connected to the vehicle's infotainment system to detect the rotation angle of the encoder and transmit the detected angle value to the system. This direct detection method eliminates the need for gear transmission to convert rotational motion into an angle signal, reducing intermediate steps and avoiding inaccurate angle detection caused by gear transmission errors. It is also unaffected by gear installation precision, improving the reliability and accuracy of detection and further reducing costs and maintenance difficulties caused by accuracy issues.

[0027] In summary, this utility model effectively solves the technical problem in the prior art where the angle detection device has high requirements for the installation accuracy of the driving gear and the driven gear, resulting in complex manufacturing and installation processes, high costs, and difficult maintenance.

[0028] Furthermore, the first end of the lever is provided with a mounting member, which has a vertical mounting hole. The mounting member has an opening on the side opposite to the lever that communicates with the vertical mounting hole. The mounting member has horizontal mounting holes symmetrically provided on both sides of the opening for mounting connectors. The connectors are installed in the horizontal mounting holes to tighten the opening and clamp the mounting member to the main shaft at the top of the angle encoder.

[0029] Furthermore, a bearing housing is installed on the frame, a bearing is installed inside the bearing housing, and the limiting member is installed inside the bearing.

[0030] Furthermore, the limiting component is a movable clamping plate, which includes a vertical section and two clamping sections. The vertical section is installed inside the bearing, and the two clamping sections are symmetrically arranged on both sides of the vertical section and are connected to the bottom of the vertical section. The two clamping sections form a limiting area for the lever to pass through, and the lever is clearance-fitted with the two clamping sections.

[0031] Furthermore, the clamping section includes a horizontal plate and a vertical plate, one end of the horizontal plate is connected to the top of the vertical plate, and the other end is connected to the bottom of the vertical section. The length of the vertical plate is greater than the diameter of the lever.

[0032] Furthermore, the bottom of the vertical section has a boss, and the horizontal plate is connected to the boss.

[0033] Furthermore, the top of the limiting area is an upwardly convex semi-circle.

[0034] Furthermore, a limiting member base is installed on the bottom surface of the frame, and the center of the limiting member base has an installation opening for accommodating the bearing and the vertical section.

[0035] Furthermore, an encoder base is mounted on the suspension frame, and an encoder support is mounted on the encoder base. Attached Figure Description

[0036] The above and other objects, features, and advantages of the present invention will become readily understood by reading the following detailed description of exemplary embodiments with reference to the accompanying drawings. In the drawings, several embodiments of the present invention are shown by way of example and not limitation, and like or corresponding reference numerals denote like or corresponding parts, wherein: Figure 1 This is a schematic diagram of the structure of the vehicle steering angle detection device provided by this utility model. Figure 1 ; Figure 2 This is a schematic diagram of the structure of the vehicle steering angle detection device provided by this utility model. Figure 2 ; Figure 3 for Figure 1 Top view of the vehicle steering angle detection device shown; Figure 4 for Figure 3 A cross-sectional view of the vehicle steering angle detection device shown. Figure 5 A cross-sectional view of the movable card plate provided by this utility model mounted on the vehicle frame; Figure 6 This is a schematic diagram of the encoder base provided by this utility model; Figure 7 A schematic diagram of the encoder support provided by this utility model; Figure 8 This is a schematic diagram of the lever provided by this utility model; Figure 9 This is a schematic diagram of the structure of the movable card plate provided by this utility model; Figure 10 This is a schematic diagram of the structure of the bearing housing provided by this utility model; Figure 11 This is a structural schematic diagram of the limiting component base provided by this utility model. Figure 12 A schematic diagram illustrating the principle of vehicle steering angle calculation provided by this utility model; Figure 13 Schematic diagram of the application structure of the vehicle steering angle detection device provided by this utility model Figure 1 ; Figure 14 Schematic diagram of the application structure of the vehicle steering angle detection device provided by this utility model Figure 2 .

[0037] Explanation of reference numerals in the attached figures: 10. Angle encoder; 11. Spindle; 20. Lever; 21. Mounting component; 211. Vertical mounting hole; 212. Horizontal mounting hole; 30. Movable plate; 31. Vertical section; 311. Boss; 32. Clamping section; 321. Horizontal plate; 322. Vertical plate; 33. Limiting area; 4. Slewing bearing; 50. Suspension bracket; 51. Encoder base; 52. Encoder support; 60. Chassis; 61. Bearing housing; 62. Bearing; 63. Limiting component base; 631. Mounting port; 64. Shaft retaining ring; 65. Hole retaining ring; 70. Screw hole; 71. Bolt; 72. Washer. Detailed Implementation

[0038] The principles and spirit of this utility model will be explained in detail below with reference to several representative embodiments.

[0039] An embodiment of the vehicle steering angle detection device provided by this utility model: like Figures 1 to 4 As shown, the vehicle steering angle detection device includes an angle encoder 10, a lever 20, and a limiter.

[0040] Among them, such as Figure 13 and Figure 14 As shown, a slewing bearing 4 is mounted on the frame 60, located between the frame 60 and the suspension frame 50. An angle encoder 10 is mounted on the top surface of the vehicle suspension frame 50, and the distance between the rotation center of the angle encoder 10 and the rotation center of the slewing bearing 4 is fixed. The first end (left end) of the lever 20 is rotatably mounted on the top of the angle encoder 10. A limiting member is rotatably mounted on the vehicle frame 60 and located at the end of the angle encoder 10 away from the slewing bearing 4. The second end (right end) of the lever 20 passes through the limiting member. The angle encoder 10 is connected to the vehicle's infotainment system for detecting the rotation angle of the angle encoder 10 and transmitting the detected angle value to the infotainment system.

[0041] like Figure 1 , Figure 2 , Figure 5 and Figure 8 As shown, in this embodiment, the first end of the lever 20 is provided with a mounting member 21, which is rotatably mounted on the main shaft 11 at the top of the angle encoder 10. Figure 1 and Figure 8 As shown, the mounting member 21 has a vertical mounting hole 211, and an opening extending to the vertical mounting hole 211 is provided on the side of the mounting member 21 opposite to the lever 20. Horizontal mounting holes 212 for mounting connectors are symmetrically provided on both sides of the opening on the mounting member 21. In this embodiment, the connector is a bolt 71.

[0042] It should be noted that a vertical mounting hole 211 is provided on the mounting part 21. The mounting part 21 has an opening on the side opposite to the lever 20 that communicates with the vertical mounting hole 211. During the installation process, simply align the main shaft 11 of the angle encoder 10 with the opening, slide the main shaft 11 from the opening into the vertical mounting hole 211, and then install the connector in the horizontal mounting hole 212 to tighten the opening. This will fix the main shaft 11 in the mounting hole. The installation steps are simple and save installation time and labor costs.

[0043] like Figure 1 , Figure 2 , Figure 4 and Figure 5As shown, in this embodiment, a bearing seat 61 is installed on the frame 60, a bearing 62 is installed inside the bearing seat 61, and the upper end of the limiting member is installed inside the bearing 62; an encoder base 51 is installed on the top surface of the suspension frame 50, an encoder support 52 is installed on the encoder base 51, and an angle encoder 10 is installed on the encoder base 51 and located inside the encoder support 52.

[0044] like Figure 4 , Figure 5 and Figure 9 As shown, in this embodiment, the limiting component is a movable clamping plate 30, which includes a vertical section 31 and two clamping sections 32. The vertical section 31 is installed inside the bearing 62, and the two clamping sections 32 are symmetrically arranged on both sides of the vertical section 31 and are connected to the bottom of the vertical section 31. The two clamping sections 32 form a limiting area 33 through which the lever 20 passes, and the lever 20 is clearance-fitted with the two clamping sections 32. The top of the limiting area 33 is an upwardly convex semi-circle.

[0045] It should be noted that the limiting area 33 formed by the two clamping sections 32 of the movable clamping plate 30 can precisely limit the range of motion of the lever 20. During vehicle operation, the lever 20 will reciprocate within a certain range. The movable clamping plate 30, through its clearance fit with the lever 20, allows the lever 20 to move freely within the limiting area 33 while preventing the lever 20 from colliding or interfering with other components due to excessive swinging or offset. This ensures the stability and accuracy of the lever 20's movement, thereby ensuring the normal operation of the entire vehicle steering angle detection device. In addition, the clearance fit design can play a role in buffering and shock absorption to a certain extent. When the vehicle encounters bumps or vibrations during driving, the gap between the lever 20 and the clamping section 32 can absorb some vibration energy, reducing the direct impact of vibration and shock on the movable clamping plate 30 and the lever 20, reducing the risk of component damage caused by vibration, extending the service life of the movable clamping plate 30 and the lever 20, and improving the stability and reliability of the device operation.

[0046] like Figure 9 As shown, in this embodiment, the clamping section 32 includes a horizontal plate 321 and a vertical plate 322. One end of the horizontal plate 321 is connected to the top of the vertical plate 322, and the other end is connected to the bottom of the vertical section 31. The length of the vertical plate 322 is greater than the diameter of the lever 20.

[0047] It should be noted that when the lever 20 is within the limiting area 33, the vertical plate 322 can block the lever 20 from the side, preventing excessive horizontal deviation. The horizontal plate 321, on the other hand, limits the vertical movement of the lever 20 to a certain extent, thus achieving all-round limiting of the lever 20 and greatly improving the accuracy and reliability of the limiting. During vehicle steering, the lever 20 will swing within a certain range. The longer vertical plate 322 can also ensure that the lever 20 remains within the limiting area 33 during swinging, and will not disengage due to excessive swing amplitude. This accurately limits the movement trajectory of the lever 20, ensuring that the vehicle steering angle detection device can accurately obtain the position information of the lever 20, improving the accuracy and reliability of the detection.

[0048] In such Figure 9 As shown, in this embodiment, the bottom of the vertical section 31 has a boss 311, and the horizontal plate 321 is connected to the boss 311.

[0049] like Figure 11 As shown, in this embodiment, a limiting member base 63 is installed on the bottom surface of the frame 60. The center of the limiting member base 63 has a mounting opening 631 for accommodating the bearing 62 and the vertical section 31.

[0050] like Figure 1 , Figure 2 , Figure 4 , Figure 6 , Figure 7 and Figure 10 As shown, in this embodiment, the encoder base 51 has a plurality of screw holes 70 circumferentially, and the encoder support 52 has corresponding screw holes 70. The encoder support 52 is fixed to the encoder base 51 by bolts 71 that pass through the screw holes 70 on the encoder support 52 and are screwed into the screw holes 70 on the encoder base 51. The limiting member base 63 has a plurality of screw holes 70 circumferentially, and the bearing seat 61 has corresponding screw holes 70. The bearing seat 61 is fixed to the limiting member base 63 by bolts 71 that pass through the screw holes 70 on the bearing seat 61 and are screwed into the screw holes 70 on the limiting member base 63.

[0051] In this embodiment, the encoder base 51 is welded to the top surface of the suspension bracket 50, and the limiting member base 63 is welded to the bottom surface of the frame 60.

[0052] It should be noted that, in this embodiment, apart from the encoder base 51 being welded to the suspension frame 50 and the limit component base 63 being welded to the vehicle frame 60, all other parts are detachable and can be quickly disassembled for easy maintenance and replacement in the future.

[0053] Furthermore, in this embodiment, such as Figure 4 and Figure 5As shown, washers 72 are provided between the head of bolt 71 and bearing housing 61, and between the head of bolt 71 and encoder support 52; Figure 5 As shown, a mounting groove 1 is provided on the outer periphery of the vertical section 31, and a shaft retaining ring 64 is installed in the mounting groove 1 to prevent the vertical section 31 from falling off the bearing 62; a mounting groove 2 is provided on the inner wall of the bearing seat 61, and a hole retaining ring 65 is installed in the mounting groove 2 to prevent the bearing 62 from falling off the bearing seat 61; the lever 20, the through part 21 and the limiting part are all made of aluminum alloy to avoid rusting and jamming during long-term operation, and to improve the reliability of the vehicle steering angle detection device.

[0054] It should be noted that washer 72 is an elastic washer to prevent bolt 71 from loosening.

[0055] The following explains the principle behind calculating the vehicle's steering angle.

[0056] like Figure 12 As shown, the rotation center of the slewing bearing 4 is point A, the rotation center of the angle encoder 10 is point B, the rotation center of the limit member is point C, and the distance between the rotation center of the slewing bearing 4 and the rotation center of the angle encoder 10 is... The distance between the rotation center of the slewing bearing 4 and the rotation center of the limiting member is Let ∠BAC (i.e., the vehicle steering angle) be... The angle between the line connecting the rotation center of the angle encoder 10 and the rotation center of the limit component and the vehicle's forward direction is... Angle encoder 10 measured Afterwards, the measured The value is transmitted to the vehicle's infotainment system, which then calculates the result based on the fundamental knowledge of trigonometric functions. The value, The calculation formula is: The vehicle's infotainment system calculates... After the value, The value is displayed on the screen in the driver's cab.

[0057] Depend on From the calculation formula, we can see that if we know... The value of , then The calculation formula is: .

[0058] The working principle of the vehicle steering angle detection device provided by this utility model is as follows: When the vehicle is traveling in a straight line, the line connecting the rotation center of the angle encoder 10 and the rotation center of the movable plate 30 coincides with the vehicle's direction of travel; when the vehicle turns, the left end of the slewing bearing 4, the suspension frame 50, the angle encoder 10, and the lever 20 rotates around the axis of the slewing bearing 4, resulting in relative displacement with the frame 60. The right end of the lever 20 extends or retracts within the movable plate 30 as the wheel rotates. Simultaneously, the vertical section 31 rotates within the bearing 62, coordinating with the lever 20's swing. At this time, the line connecting the rotation center of the angle encoder 10 and the rotation center of the movable plate 30 forms a certain angle (i.e., angle) with the vehicle's forward direction. Angle encoder 10 measures the angle The value, and the angle The value is transmitted to the vehicle's infotainment system, which then calculates the vehicle's steering angle. and calculate the vehicle steering angle Displayed on the driver's cab screen.

[0059] Embodiments of the vehicle provided by this utility model: The vehicle includes a frame, suspension frame, slewing bearing, vehicle infotainment system, and vehicle steering angle detection device.

[0060] The vehicle steering angle detection device is exactly the same as the vehicle steering angle detection device described above, and will not be repeated here.

[0061] An encoder mount is used to install on the vehicle's suspension frame; an angle encoder is installed inside the encoder mount to detect the rotation angle of the angle encoder; the first end of a lever is rotatably mounted on the top of the angle encoder; a limiter is rotatably mounted on the vehicle frame and located at the end of the angle encoder opposite to the vehicle's slewing bearing; the second end of the lever passes through the limiter; the slewing bearing is mounted on the frame and located between the frame and the suspension frame; the angle encoder is connected to the vehicle's infotainment system to transmit the detected angle value to the vehicle's infotainment system, which calculates the vehicle's steering angle based on the received angle value.

[0062] Based on the above description in this specification, those skilled in the art will also understand that the following terms used, such as "upper," "lower," "front," "rear," "left," "right," "width," "horizontal," "top," "bottom," "inner," and "outer," which indicate orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings of this specification. They are only for the purpose of facilitating the explanation of the present invention and simplifying the description, and do not explicitly or implicitly suggest that the device or element involved must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the above-mentioned orientation or positional relationship terms should not be understood or interpreted as a limitation on the present invention.

[0063] In addition, in the description of this specification, "multiple" means at least two, such as two, three or more, etc., unless otherwise expressly and specifically defined.

Claims

1. A vehicle steering angle detection device, characterized in that, Includes encoder support, angle encoder, lever, and limit switch; The encoder mount is used for mounting on the vehicle's suspension frame; The angle encoder is installed in the encoder support to detect the rotation angle of the angle encoder. The first end of the lever is rotatably mounted on top of the angle encoder; The limiting member is rotatably mounted on the frame and located at the end of the angle encoder away from the vehicle slewing bearing, and the second end of the lever passes through the limiting member; The slewing bearing is mounted on the vehicle frame and is located between the vehicle frame and the suspension frame.

2. The vehicle steering angle detection device according to claim 1, characterized in that, The first end of the lever is provided with a mounting component, which has a vertical mounting hole. The side of the mounting component opposite to the lever has an opening that communicates with the vertical mounting hole. The mounting component has horizontal mounting holes symmetrically provided on both sides of the opening for mounting connectors. The connectors are installed in the horizontal mounting holes to tighten the opening and clamp the mounting component to the main shaft at the top of the angle encoder.

3. The vehicle steering angle detection device according to claim 1 or 2, characterized in that, The frame is equipped with a bearing housing, the bearing housing contains a bearing, and the limiting component is installed inside the bearing.

4. The vehicle steering angle detection device according to claim 3, characterized in that, The limiting component is a movable clamping plate, which includes a vertical section and two clamping sections. The vertical section is installed inside the bearing, and the two clamping sections are symmetrically arranged on both sides of the vertical section and are connected to the bottom of the vertical section. The two clamping sections form a limiting area for the lever to pass through, and the lever is clearance-fitted with the two clamping sections.

5. The vehicle steering angle detection device according to claim 4, characterized in that, The clamping section includes a horizontal plate and a vertical plate. One end of the horizontal plate is connected to the top of the vertical plate, and the other end is connected to the bottom of the vertical section. The length of the vertical plate is greater than the diameter of the lever.

6. The vehicle steering angle detection device according to claim 5, characterized in that, The bottom of the vertical section has a boss, and the horizontal plate is connected to the boss.

7. The vehicle steering angle detection device according to claim 6, characterized in that, The top of the limiting area is an upward-convex semi-circle.

8. The vehicle steering angle detection device according to claim 4, characterized in that, The bottom surface of the frame is fitted with a limiting component base, and the center of the limiting component base has an installation opening for accommodating the bearing and the vertical section.

9. The vehicle steering angle detection device according to claim 1 or 2, characterized in that, An encoder base is mounted on the suspension frame, and an encoder support is mounted on the encoder base.

10. A vehicle, comprising a frame, suspension frame, slewing bearing, and vehicle infotainment system, characterized in that, It also includes the vehicle steering angle detection device according to any one of claims 1 to 9, wherein the vehicle steering angle detection device includes an encoder support, an angle encoder, a lever, and a limiting member; The encoder mount is used for mounting on the vehicle's suspension frame; The angle encoder is installed in the encoder support to detect the rotation angle of the angle encoder. The first end of the lever is rotatably mounted on top of the angle encoder; The limiting member is rotatably mounted on the frame and located at the end of the angle encoder away from the vehicle slewing bearing, and the second end of the lever passes through the limiting member; The slewing bearing is mounted on the vehicle frame and is located between the vehicle frame and the suspension frame; The angle encoder is connected to the vehicle infotainment system to transmit the detected angle value to the vehicle infotainment system, which then calculates the vehicle steering angle based on the received angle value.

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