CN109334755B - Steering wheel assembly for steer-by-wire system - Google Patents
Steering wheel assembly for steer-by-wire system Download PDFInfo
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- CN109334755B CN109334755B CN201811356442.4A CN201811356442A CN109334755B CN 109334755 B CN109334755 B CN 109334755B CN 201811356442 A CN201811356442 A CN 201811356442A CN 109334755 B CN109334755 B CN 109334755B
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- 239000010720 hydraulic oil Substances 0.000 description 3
- 238000011160 research Methods 0.000 description 3
- 102220040118 rs587778189 Human genes 0.000 description 3
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D5/00—Power-assisted or power-driven steering
- B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
- B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
- B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
Abstract
The invention discloses a steering wheel assembly for a steer-by-wire system, which belongs to the technical field of steer-by-wire systems and comprises a steering wheel, a torque and rotation angle sensor, a damper module and a torque motor module; the torque and rotation angle sensor is used for measuring the torque and rotation angle of the steering wheel; the damper module is used for simulating damping moment for the steering wheel; a piston lifting mechanism is formed by a steering shaft and a piston which are restrained by a ball screw pair; the damping adjusting mechanism changes the damping moment of the steering wheel by adjusting the sectional area of the throttling channel; the positive and negative rotation of the transverse moving gear of the mechanical pressure relief mechanism corresponds to the advance and the retreat of the transverse moving gear on the gear transverse moving sleeve respectively, and finally the right or left side surface is in friction engagement with the side surface of the left or right pressure relief gear to indirectly drive the left or right pressure relief rack to open a pressure relief channel; the steering wheel assembly has the advantages of passive safety function, strong fault tolerance and the like, and realizes the function of reflecting the steering intention of a driver and applying a proper moment to the steering wheel.
Description
Technical Field
The invention belongs to the technical field of steering-by-wire systems, and particularly relates to a steering wheel assembly with strong fault tolerance for a steering-by-wire system.
Background
With the development of automobile intellectualization, the wire control technology of automobiles has been widely studied. The X-by-wire technology (X-by-wire) originates from the aircraft control system, in which the traditional mechanical connection between the components is eliminated, and the transmission of control commands is effected by means of cables or otherwise. The Drive-by-Wire system of the automobile includes Drive-by-Wire (Drive-by-Wire), brake-by-Wire (Brake-by-Wire), steering-by-Wire (Steer-by-Wire), and the like. The steering-By-Wire (SBW) system of the automobile consists of a steering wheel assembly, a steering execution assembly and a main controller (ECU) as well as other auxiliary systems. The steering wheel assembly comprises a steering wheel, a rotation angle sensor, a torque sensor and a torque motor. The main function of the steering wheel assembly is to convert the steering intention of a driver into a digital signal and transmit the digital signal to the main controller; and meanwhile, the moment signal sent by the main controller is received to generate steering wheel moment so as to provide corresponding road feel information for a driver. The steering execution assembly comprises a front wheel steering angle sensor, a steering execution motor, a steering motor controller, a front wheel steering assembly and the like. The steering execution assembly is used for receiving the command of the main controller, and controlling the steering wheels to rotate through the steering motor controller so as to realize the steering intention of a driver. Compared with the traditional steering system, the mechanical connection between the steering wheel and the steering tie rod is canceled in the steer-by-wire steering, and the steering angle of the steering wheel is transmitted to the steering executing motor through an electric signal. Because the steering transmission shaft is eliminated, the system effectively optimizes the arrangement of the whole vehicle and avoids the secondary injury of the steering system to a driver during the front collision; the vibration of the tire and the chassis is isolated, and the driving comfort is ensured; in addition, engineers can eliminate the limitation of mechanical connection according to the needs, flexibly realize the parameterization of the steering ratio of the steering system, and easily realize the guarantee of steering portability at low speed and steering stability at high speed of the vehicle.
In the 90 s, various car manufacturers and component companies have conducted intensive studies on steering, and the companies such as U.S. general-purpose companies, german BMW, toyota, japan, and French snowmobile have developed SBW concept cars, and have attracted extensive attention in the aspect of vehicle body. The Infeinidi Q50L steer-by-wire vehicle is a first global mass production vehicle with steer-by-wire on the display of the detroit vehicle in 2013, and starts a new automobile driving and controlling era. In addition, boshi Hua Yu turns to and carries on the drive-by-wire product that has cancelled the jackshaft completely on an Audi car of 9 route staffs in 2018, really realizes the parameterization of turning to the ratio, makes the driving more comfortable. In addition to the manufacturers of various automobiles, various universities and research institutions have developed and studied SBW, balachandran A of Stanford university, gerdes JC, by an objective evaluation method, analyzed the sensitivity of each factor in the road feel model, and verified the simulation result by a test vehicle X1. Asai and Kaufmann et al propose methods for calculating road feel torque based on the current of a steering actuator motor, the current of the motor being proportional to the torque, and the torque of the motor being related to the aligning torque of the road surface, so that detailed information of the road surface can be fed back. Domestic research on steering is started later, but related research has also made great progress in recent years. The new energy vehicle of Chunhui No. three developed by the university of Tongji, which is a bright phase in the international industry exposition of Shanghai at the sixth time, adopts a steering-by-wire system and is provided with a novel power system such as a fuel cell and the like.
The Infeinidi Q50L steer-by-wire vehicle actually reserves the traditional steering column, is connected with a steering wheel through a clutch, is disconnected at ordinary times, and is combined when the system fails, so that the stability of the system is improved, and the advantages of the steer-by-wire system are not fully exerted due to the existence of a standby steering transmission column. In addition, the offstate Q50L steer-by-wire provider kbb takes more than ten years to design and verify, but unfortunately, in less than one year on the market, steer-by-wire has to be recalled in large amounts because of the difference in the angle of rotation of the steering wheel and the wheels.
The problems of the prior steer-by-wire system become the troublesome problems for restricting the mass production of the steer-by-wire vehicle type, so that whether a novel steer-by-wire system with strong fault tolerance, stable system, excellent economy and real road feel can be researched becomes an important link for developing the steer-by-wire market.
Disclosure of Invention
The invention aims to solve the defects of the prior art, and provides a novel steering wheel assembly for a steer-by-wire system, so as to realize a set of steering wheel assembly with strong fault tolerance, passive safety and economic benefit, greatly reduce the excessive dependence of the steer-by-wire system on an electrical system, thoroughly get rid of the dependence on a heavy traditional steering column, have reasonable passive safety function, increase the safety of the system, reduce the workload of a torque motor, and have the advantages of strong fault tolerance, passive safety and economic benefit.
The invention is realized by the following technical scheme:
a steering wheel assembly with strong fault tolerance for a steer-by-wire system comprises a steering wheel 1, a torque and rotation angle sensor 2, a damper module 3 and a torque motor module 4; the damper module 3 is used for providing damping for the steering wheel 1, and the damping can be adjusted by the executing mechanism according to the information such as the vehicle speed and the like, so that the steering wheel is not free of road feel at high speed; the torque motor module 4 is used for changing the force sense of the steering wheel by adjusting the throttle passage area on the piston, and is responsible for actively correcting to pull the steering wheel to a neutral position, and triggering the pressure release mechanism under the condition of actively correcting, so that the resistance of the piston is reduced, namely the burden of the motor is relieved;
the rotating shaft of the steering wheel 1 is connected with the steering shaft of the damper module 3, the torque and the rotation angle sensor 2 are arranged on the rotating shaft of the steering wheel 1, the torque motor module 4 is positioned below the damper module 3, the rotation of the motor is converted into the linear translation of the single-sided rack 107 through the gear rack pair, the translation of the double-sided rack 111 is further pushed by the push rod 108, and the double-sided racks of the double-sided rack 111 are respectively meshed with the damping adjusting mechanism 110 inside the damper module 3 and the torque adjusting gear 201 and the transverse moving gear 304 of the mechanical pressure release mechanism 112, so that the position relation of the internal structure of the damper module 3 can be conveniently adjusted.
The damper module 3 consists of a piston lifting mechanism, a damping adjusting mechanism 110, a mechanical pressure release mechanism 112 and a damper shell 102; the damper housing 102 seals the whole damper module 3, and is filled with silicone oil, the piston lifting mechanism, the damping adjustment mechanism 110 and the mechanical pressure release mechanism 112 are all located in the damper housing 102, the steering shaft of the damper module 3, namely, the rotating shaft of the piston lifting mechanism, rotates to lift the piston 103 of the piston lifting mechanism, and meanwhile, the damping adjustment mechanism 110 and the mechanical pressure release mechanism 112 are located on the lower surface of the piston 103, and are meshed with one side of the double-sided rack 111 through the torque adjustment gear 201 of the damping adjustment mechanism 110 and the transverse movement gear 304 of the mechanical pressure release mechanism 112, respectively, so that the double-sided rack 111 indirectly driven by the torque motor module 4 can control the damping adjustment mechanism 110 and the mechanical pressure release mechanism 112 to act.
The piston lifting mechanism is formed by assembling a steering shaft 101 and a piston 103 through a ball screw pair, and the piston 103 isolates a damper shell 102 into an upper half cylinder and a lower half cylinder; the steering shaft 101 drives the piston 103 to translate up and down along the damper shell 102 through the ball screw pair, so that the volume of an upper half cylinder and a lower half cylinder which are isolated by the piston 103 is changed, silicone oil flows through a throttling channel on the piston 103, a certain damping force is brought to the up-and-down movement of the piston 103, a certain damping torque is brought to the steering shaft 101 or the steering wheel 1, and steering wheel road feel is simulated.
The damping adjustment mechanism 110 consists of a force push rod 108, a double-sided rack 111, a torque adjustment gear 201, a worm gear shaft 202 and a torque adjustment turbine 104, wherein the force push rod 108 is directly connected with the double-sided rack 111 through a fastening thread pair, the axial direction of the force push rod 108 is vertical to the rack stretching direction of the double-sided rack 111, a rack on one side of the double-sided rack 111 is meshed with the torque adjustment gear 201 through a gear pair, the torque adjustment gear 201 is circumferentially fixed with the worm gear shaft 202 through a key, the other end of the worm gear shaft 202 is provided with a worm rack, and the worm and the torque adjustment turbine 104 are meshed and rotated through the worm gear pair;
the mechanical pressure release mechanism 112 is fixed on the lower surface of the piston 103, and is composed of a left pressure release rack 301, a left pressure release gear 302, a gear sideslip sleeve 303, a sideslip gear 304, a pressure release gear shaft 305, a right pressure release rack 306 and a right pressure release gear 307, wherein the inner circumferential surface of the sideslip gear 304 is meshed with the outer circumferential surface of the gear sideslip sleeve 303 through a ball screw pair, the inner circumferential surface of the gear sideslip sleeve 303 is combined with the pressure release gear shaft 305 through a key to be kept still, the left or right side surface of the sideslip gear 304 is meshed with the right side surface of the left pressure release gear 302 or the left side surface of the right pressure release gear 307 through a friction pair, and the left pressure release rack 301 is meshed with the left pressure release gear 302, the right pressure release rack 306 is meshed with the right pressure release gear 307 through a gear pair, and the pressure release channels on the piston 103 can be opened through the left pressure release rack 301 and the right pressure release rack 306 which move.
Further, the torque motor module 4 is composed of a torque motor 105, a mounting bottom plate 106 and a single-sided rack 107, the torque motor 105 is mounted on the mounting bottom plate 106, rotational power output by the torque motor 105 is converted into longitudinal displacement of the single-sided rack 107, the longitudinal displacement is used for changing steering wheel torque simulated by the damper module 3 according to the vehicle speed, and power for actively correcting the steering wheel 1 is provided, the other end of the single-sided rack 107 is connected with a force pushing rod 108, and a gear rack pair at the single-sided rack 107 converts the rotation of the motor into linear movement of the pushing rod 108.
Further, the damper housing 102 is in the shape of a rectangular parallelepiped with two edges on the upper side being rounded with a larger radius, and the inside being hollowed out, and the axis of the rotation shaft of the steering wheel 1 is the same as the stretching direction of the rectangular parallelepiped.
Further, the outer contour of the piston 103 is the same as the cross section of the damper housing 102, and the two are in clearance fit.
Further, two mechanical throttle channels (a and B) and two mechanical pressure relief channels (C and D) are provided on the piston 103. The two mechanical throttle passages (a and B) are arc-shaped and are symmetrically arranged on both sides of the steering shaft 101 relatively close to each other with the axis of the steering shaft 101 as the center. The two mechanical pressure relief channels (C and D) are rectangular in shape and are covered by the left pressure relief rack 301 and the right pressure relief rack 306 of the mechanical pressure relief mechanism 112, respectively.
Further, a thin pressing sheet is disposed on the inner ring of the torque adjusting turbine 104, and two channels M and N are uniformly distributed on the thin pressing sheet. The thin pressing sheet is tightly attached to the lower surface of the piston 103, the channels M and N are respectively intersected with the channels A and B, the intersecting area is smaller when the vehicle speed is lower, when the vehicle speed is higher, the damping adjusting mechanism 110 acts to drive the torque adjusting turbine 104 to rotate, so that the Bao Yapian changes the overlapping relation with the liquid flow channel on the piston 103, at the moment, the intersecting area of the channels M and N respectively intersected with the channels A and B is increased, so that the damping force caused by the upward and downward movement of the piston 103 when silicone oil flows through the throttling channel on the piston 103 is changed, the effects of low vehicle speed middle damping, low medium vehicle speed damping and high vehicle speed damping are met, and the damping adjusting function is realized.
Further, the left relief gear 302 and the right relief gear 307 are provided with non-perforated grooves on their side surfaces, and five teeth are provided on their outer peripheral surfaces.
Further, the steering wheel assembly further comprises two fault conduction valves 6 and an outer liquid flow channel 5, the two fault conduction valves 6 are arranged on the mounting bottom plate 106 and are respectively located in the piston 103 to isolate the damper housing 102 into an upper half cylinder and a lower half cylinder, the two fault conduction valves 6 are connected with the outer liquid flow channel 5, the valve electrified when the fault conduction valves 6 work normally is in a closed state, a sealed environment is ensured for the damper housing 102, if a power failure occurs, the fault conduction valves 6 are powered off and conduct, if the steering wheel 1 is turned at the moment, the piston 103 is driven to move upwards, silicone oil of the upper half cylinder flows through the outer liquid flow channel 5 again through the valve, the silicone oil with hydraulic pressure in the outer liquid flow channel 5 drives the mechanical booster mechanism to work, and force acts on the steering tie rod to complete steering under the fault occurrence environment.
Compared with the prior art, the invention has the following advantages:
1. the existing steer-by-wire system is a complex electromechanical system integrated by a large number of electrical elements, and if power failure or electrical failure occurs, the whole steering system is completely paralyzed; according to the invention, dependence on an electric appliance is relieved, steering wheel torque is simulated through silicone oil damping forces of different piston throttling channels under different vehicle speeds, and if a torque motor is hit, the steering wheel still has damping force sense of a certain size, and simple steering work can be completed through the arranged mechanical hydraulic temporary steering system, so that the steering wheel has high fault tolerance.
2. The traditional steering column is reserved in the existing steering-by-wire system, and is connected with a steering wheel through a clutch, and is disconnected at ordinary times, when the system fails, the clutch is combined, so that the stability of the system is improved, and the advantages of the steering-by-wire system cannot be fully exerted due to the existence of a standby steering transmission column; the invention thoroughly cancels the steering transmission shaft, and the mechanical hydraulic temporary steering system which is more beneficial to arrangement acts as a passive safety steering system of the drive-by-wire steering system, thereby having the advantages of effectively optimizing the arrangement of the whole vehicle, avoiding the secondary injury of the steering system to a driver during the frontal collision, isolating the vibration of tires and a chassis, ensuring the driving comfort and the like.
3. The steering wheel moment of the existing steering system is completely provided by a moment motor, namely the moment motor needs to work for external work at all times, and a large amount of energy is dissipated; the torque motor only adjusts the difference of the damping force of the steering wheel when the speed of the vehicle changes or works when the steering wheel actively returns to the normal power, so that the burden of the torque motor is greatly reduced, the economy is good, and the driving mileage of the electric vehicle can be improved.
Drawings
FIG. 1 is a schematic structural view of a steering wheel assembly of a steer-by-wire system of the present invention;
FIG. 2 is a schematic structural view of a damper module and a torque motor module of the steering wheel assembly of the present invention;
FIG. 3 is a schematic diagram of the piston lifting mechanism in the embodiment shown in FIG. 2;
FIG. 4 is a schematic view of a damping adjustment mechanism according to the present invention;
FIG. 5 is a schematic view of a mechanical pressure relief mechanism according to the present invention;
FIG. 6 is a schematic view of the structure of the piston part of the present invention;
FIG. 7 is a schematic structural view of a moment-adjusting turbine part of the present invention.
Fig. 8 is a schematic view of the structure of the gear traversing sleeve part of the present invention.
Fig. 9 is a schematic structural view of a pressure relief gear part according to the present invention.
In the figure: a steering wheel 1, a torque and rotation angle sensor 2, a damper module 3, a torque motor module 4, an external liquid flow channel 5 and a fault conduction valve 6;
101 steering shaft, 102 damper shell, 103 piston, 104 torque-adjusting turbine, 105 torque motor, 106 mounting base plate, 107 single-sided rack, 108 push rod, 109 sealing plug, 110 damping adjustment mechanism, 111 double-sided rack, 112 mechanical decompression mechanism;
a moment adjusting gear, a worm gear shaft 202;
301 left relief rack, 302 left relief gear, 303 gear traversing sleeve, 304 traversing gear, 305 relief gear shaft, 306 right relief rack, 307 right relief gear;
Detailed Description
The invention is further described below with reference to the accompanying drawings.
Example 1
Fig. 1 is a steering wheel assembly of a steer-by-wire system with strong fault tolerance, which is composed of a steering wheel 1, a torque and rotation angle sensor 2, a damper module 3, a torque motor module 4, a fault conduction valve 6 and an outer liquid flow channel 5, wherein a damper housing 102 seals the whole damper module 3 and is filled with silicone oil, a piston lifting mechanism, a damping adjusting mechanism 110 and a mechanical pressure release mechanism 112 are all positioned in the damper housing 102, a steering shaft of the damper module 3, namely a rotating shaft of the piston lifting mechanism, rotates to lift a piston 103 of the piston lifting mechanism, and simultaneously the damping adjusting mechanism 110 and the mechanical pressure release mechanism 112 are all positioned on the lower surface of the piston 103 and are meshed with one side of the double-sided rack 111 through a torque adjusting gear 201 of the damping adjusting mechanism 110 and a transverse moving gear 304 of the mechanical pressure release mechanism 112 respectively, so that the double-sided rack 111 indirectly driven by the torque motor module 4 can control the actions of the damping adjusting mechanism 110 and the mechanical pressure release mechanism 112. The steering wheel 1 and the torque and rotation angle sensor 2 are used for converting the steering intention of a driver into torque and rotation angle signals and reflecting the torque signals calculated by the system so as to provide corresponding road feel information for the driver; the damper module 3 is composed of a piston lifting mechanism (fig. 3), a damping adjusting mechanism (fig. 4), a mechanical pressure release mechanism (fig. 5) and a damper shell 102, and is used for simulating a proper damping moment which is convenient to adjust for a steering wheel; the torque motor module 4 consists of a torque motor 105 and a mounting bottom plate 106 and is used for changing the torque applied to the steering wheel 1, which is simulated by the damper module 3, according to the vehicle speed; the fault conduction valve 6 and the external liquid flow channel 5 form a standby steering system, and the steering system is taken over when power is off or an electric appliance fails, so that the wire control steering system is prevented from being paralyzed.
The rotation shaft of the steering wheel 1 is coupled to the steering shaft of the damper module 3, the damper module 3 can provide a suitable steering wheel torque to the rotating steering wheel 1, and the torque motor module 4 adjusts the steering wheel torque according to the vehicle speed by fine-tuning the damper module 3. The invention considers two working environments: no fault and environments under which faults occur. Firstly, if no fault occurs, the damper module 3 is a sealed module, and the steering shaft of the damper module 3 connected with the steering wheel 1 drives the corresponding mechanism to move, and in the process, the damping force is felt, so that the steering wheel 1 is given a proper steering wheel moment, namely: road feel; the torque motor module 4 finely adjusts the internal structure of the damper module 3 according to the vehicle speed information acquired by the automobile CAN bus, so that the proper torque provided by the damper module 3 to the steering wheel 1 under different vehicle speeds is changed, and the steering portability at low speed and the steering stability at high speed of the vehicle are realized; in addition, due to the influence of factors such as the tire angle, the steering system needs to have an active centering function, at this time, under the feedback adjustment of the signals collected by the torque and rotation angle sensor 2, the torque motor module 4 applies an external force to the internal mechanism of the damper module 3, and the steering wheel 1 is pulled to return to the centering position through the steering shaft of the damper module 3, and then the vehicle runs straight. In addition, the environment when abnormal working conditions such as system outage or component failure occur is called as the environment under the occurrence of failure, and if the torque motor module 4 is in operation, the damper module 3 is communicated with two failure conduction valves 6 of the outer liquid flow channel 5 to open, the steering wheel 1 is rotated, the piston 103 in the piston lifting mechanism inside the linkage damper module 3 is pressed, hydraulic oil in the hydraulic oil flows to the outer liquid flow channel 5 through a failure conduction valve 6, and high-pressure oil applies steering force enough to overcome steering resistance to the steering tie rod through the mechanical force increasing mechanism, so that simple steering operation is completed.
As shown in fig. 2, the steering shaft of the damper module 3, that is, the steering shaft 101, and the hydraulic oil sealed by the damper housing 102 is silicone oil having a high viscosity in a normal environment. The damper module 3 is composed of a piston lifting mechanism (fig. 3), a damping adjustment mechanism 110, a mechanical pressure release mechanism 112 and a damper housing 102 for simulating a suitable and easily adjustable damping moment to the steering wheel.
As shown in fig. 3, the piston lifting mechanism (fig. 3) is formed by assembling a steering shaft 101 and a piston 103 through a ball screw pair, the outer contour of the piston 103 is the same as the section of a damper housing 102, the two have a clearance fit assembling relationship, under normal working conditions, the damper housing 102 seals silicone oil with high viscosity, and the piston 103 separates the silicone oil into an upper half cylinder and a lower half cylinder. The rotating steering shaft 101 drives the piston 103 to translate up and down along the inner wall of the damper housing 102 through the ball screw pair. The piston is marked with four channels in fig. 3: A. b, C and D, wherein A and B are mechanical throttle passages and C and D are mechanical pressure relief passages. When the driver turns the steering wheel, the channels C and D are normally closed, and the channels A and B are normally open. Since the damper housing 102 is sealed in a normal environment, the piston 103 divides the damper cylinder into upper and lower half cylinders, with the silicone oil of the two half cylinders being exchanged through the throttle passages a and B only. When the driver rotates the steering wheel 1, the up-and-down translation of the piston 103 is caused, silicone oil with higher viscosity is pressed to flow through the throttling channels A and B for exchange, in the process, the up-and-down translation of the piston is subjected to damping force, a certain damping torque is indirectly generated on the steering wheel 1, and if the structural parameters of the cylinder are reasonably designed, the steering wheel torque caused by the process can reflect road feel at a certain speed.
As shown in fig. 4, the damping adjustment mechanism 110 is composed of a force push rod 108, a double-sided rack 111, a torque adjusting gear 201, a worm gear shaft 202 and a torque adjusting turbine 104; the force push rod 108 is directly connected with the double-sided rack 111 through a fastening thread pair, the axial direction of the force push rod 108 is vertical to the rack stretching direction of the double-sided rack 111, a rack on one surface of the double-sided rack 111 is meshed with the torque adjusting gear 201 through a gear pair, the torque adjusting gear 201 is circumferentially fixed with the worm gear shaft 202 through a key, the other end of the worm gear shaft 202 is provided with a worm rack, and the worm and the torque adjusting turbine 104 are meshed and rotated through a worm gear pair; as shown in fig. 7, the inner shaft of the torque adjusting turbine 104 has a thin plate with two channels M and N uniformly distributed on the circumference. The pressing piece is tightly attached to the lower surface of the piston 103, the channels M and N are respectively intersected with the channels A and B, and the intersection area of the channels M and N and the channels A and B is changed when the torque-adjusting turbine 104 is rotated. In view of the fact that the steering system is to have both steering portability at low speeds and steering stability at high speeds, the damping torque of the steering wheel gradually decreases as the vehicle speed increases, and eventually maintains a certain value. Assuming zero vehicle speed in-situ steering, the area where the channels M and N intersect with the channels A and B is the smallest, and the damping torque provided by the damper module 3 to the steering wheel 3 is the largest; when the vehicle speed is not zero, the torque motor 105 drives the single-sided rack 107, the push rod 108, the double-sided rack 111 and the torque adjusting gear 201 in sequence according to the vehicle speed information and the self-contained position sensor signals, and as the torque adjusting gear 201 and the worm gear shaft 202 are circumferentially fixed through keys, power is continuously transmitted to the torque adjusting turbine 104 restrained by the worm gear pair through the worm gear shaft 202, the torque adjusting turbine 104 slightly rotates, the intersection area of the channels M and N and the intersection area of the channels A and B are enlarged, and finally the damping torque of the steering wheel 1 is reduced.
As shown in fig. 5, the mechanical pressure release mechanism 112 is fixed on the lower surface of the piston 103, and is composed of a left pressure release rack 301, a left pressure release gear 302, a gear sideslip sleeve 303, a sideslip gear 304, a pressure release gear shaft 305, a right pressure release rack 306 and a right pressure release gear 307, wherein the inner circumferential surface of the sideslip gear 304 is meshed with the outer circumferential surface of the gear sideslip sleeve 303 through a ball screw pair, the inner circumferential surface of the gear sideslip sleeve 303 is combined with the pressure release gear shaft 305 through a key, the left or right side surface of the sideslip gear 304 is meshed with the right side surface of the left pressure release gear 302 or the left side surface of the right pressure release gear 307 through a friction pair, and the left pressure release rack 301 is meshed with the left pressure release gear 302, the right pressure release rack 306 and the right pressure release gear 307 through a gear pair. Therefore, the left pressure release rack 301 or the right pressure release rack 306 is indirectly driven to overcome the respective spring pressure to generate displacement, and the pressure release channel sealed by the left pressure release rack 301 or the right pressure release rack 306 is opened.
The friction factors of the side surfaces of the left pressure relief gear 302, the right pressure relief gear 307 and the sideslip gear 304 are high, the parts of the left pressure relief gear 302 and the right pressure relief gear 307 are the same in isometric view, and as shown in fig. 9, the side surfaces are provided with unopened grooves, and only five teeth of a partial area are arranged on the outer peripheral surface. As shown in fig. 6, the support column of the piston 103 for supporting the relief gear shaft 305 has two cylindrical protrusions I and J. The left pressure release gear 302 is coaxially arranged on the pressure release gear shaft 305, the groove on the side surface of the left pressure release gear 302 is coupled with the J-point cylindrical protrusion in fig. 6, and the groove completely accommodates the lower J-point protrusion, namely, the left pressure release gear 302 is not completely circumferentially fixed, can move for a certain angular displacement along the circumferential direction, and is then bound by the J-point protrusion; similarly, the grooves on the side of the right pressure relief gear 307 are coupled with the I-point cylindrical protrusions in fig. 6, and the right pressure relief gear 307 can move circumferentially by a certain angular displacement, and then be restrained by the I-point protrusions. When the traversing gear 304 deviates from the left pressure relief gear 302, the left side surface of the traversing gear 304 presses the right side surface of the left pressure relief gear 302, the traversing gear 304 and the left side surface of the left pressure relief gear 302 are integrally meshed through friction, and if the traversing gear 304 continues to rotate, the left pressure relief gear 302 is driven to rotate slightly; if the traversing gear 304 is shifted to the right pressure relief gear 307, the right side surface of the traversing gear 304 is pressed to the left side surface of the right pressure relief gear 307, and the traversing gear 304 and the left side surface of the right pressure relief gear 307 are integrally engaged through friction to drive the right pressure relief gear 307 to rotate by a small angle.
Grooves on the side surfaces of the left pressure relief gear 302 and the right pressure relief gear 307 limit the rotation angle of the left pressure relief gear 302 and the right pressure relief gear 307, the torque motor pulls the double-sided gear, and the induced active alignment process has several sequential operations: and the return damping adjusting mechanism is used for starting the mechanical pressure release mechanism and finally pulling the piston to move. If the torque motor is pulled all the time, the mechanical pressure release mechanism is opened excessively or some parts such as springs can be crushed, so that the convex points I and J on the piston limit movement in the blind groove, and when the left pressure release gear 302 and the right pressure release gear 307 rotate for a certain angle, the rotation is stopped, the gears and the piston are seen as a whole, and the gears translate under the drive of the motor.
The teeth on the left pressure release gear 302 and the right pressure release gear 307 are respectively meshed with the left pressure release rack 301 and the right pressure release rack 306, the left pressure release rack 301 and the right pressure release rack 306 can respectively slide in corresponding sliding rails on the piston 103, the pressure of respective springs is overcome, and then the super springs move in the pressed direction to respectively open the mechanical pressure release channels C and D. When the left pressure release gear 302 or the right pressure release gear 307 rotates by a small angle, they can also drive the left pressure release rack 301 or the right pressure release rack 306 to overcome the respective spring pressure, and open the mechanical pressure release channel C or D.
The torque motor module 4 is composed of a torque motor 105, a mounting bottom plate 106 and a single-sided rack 107, the torque motor 105 is mounted on the mounting bottom plate 106, rotation power output by the torque motor 105 is converted into longitudinal displacement of the single-sided rack 107, the longitudinal displacement is used for changing steering wheel torque simulated by the damper module 3 according to the vehicle speed, and power for actively correcting the steering wheel 1 is provided, the other end of the single-sided rack 107 is connected with a force pushing rod 108, and a gear rack pair at the single-sided rack 107 converts rotation of the motor into linear movement of the pushing rod 108.
After the steering wheel 1 is righted, namely when the automobile is straight, the piston 103 is positioned at the middle position of the damper housing 102; when the driver turns the steering wheel 1 clockwise, the piston 103 moves downwards along the inner wall of the damper housing 102, and when the driver turns the steering wheel 1 anticlockwise, the piston 103 moves upwards; when the steering wheel 1 actively returns, that is, the piston 103 needs to return to the middle position of the cylinder at the upper or lower half cylinder position, the torque motor 105 continuously rotates along a certain direction, and the following operations are completed successively: returning the throttle passage on the piston 103 in the damping adjustment mechanism 110 to the original position, opening a pressure release passage somewhere on the piston 103 through the mechanism pressure release mechanism 112, and pulling the piston 103 to return to the middle position of the damping cylinder.
Example 2
The steering wheel assembly of the steer-by-wire system with strong fault tolerance also comprises a fault conduction valve 6 and an outer liquid flow channel 5; the two fault conduction valves 6 are arranged on the mounting bottom plate 106 and are respectively positioned in the upper half cylinder and the lower half cylinder of the damper housing 102 separated by the piston 103, and the two fault conduction valves 6 are connected with the outer liquid flow channel 5;
during normal operation, the damper housing 102 is sealed, i.e. the fault conduction valve 6 is closed, the silicone oil with high viscosity is kept in the damper, and the viscosity is increased or decreased between the upper half cylinder and the lower half cylinder through the throttling channel on the piston 103. When the steering system is powered off or components and parts are in failure, the damping adjusting mechanism (figure 4) regulated by the torque motor 105 is disabled, the tabletting of the torque adjusting turbine 104 enables the throttling passage on the piston 103 to return to the position with the smallest sectional area, the failure conduction valve 6 is opened at the moment, the steering shaft 101 is supposed to drive the piston 103 to move upwards, the silicone oil pressing the upper half cylinder flows out to the outer liquid flow passage 5 through the failure conduction valve 6, finally returns to the lower half cylinder of the damper through the failure conduction valve 6, and meanwhile, higher hydraulic pressure is converted into larger steering force acting on the steering tie rod through the mechanical hydraulic force increasing mechanism, so that mechanical hydraulic steering under failure is realized, and a passive safety function is realized.
Claims (5)
1. A steering wheel assembly for a steer-by-wire system, comprising a steering wheel (1), a torque and rotation angle sensor (2), a damper module (3) and a torque motor module (4);
the damper module (3) consists of a piston lifting mechanism, a damping adjusting mechanism (110), a mechanical pressure release mechanism (112) and a damper shell (102); the damper housing (102) seals the whole damper module (3) and is filled with silicone oil, the piston lifting mechanism, the damping adjustment mechanism (110) and the mechanical pressure release mechanism (112) are all positioned in the damper housing (102), the rotation of the steering shaft (101) of the damper module (3) causes the lifting of the piston (103) of the piston lifting mechanism, and the damping adjustment mechanism (110) and the mechanical pressure release mechanism (112) are all positioned on the lower surface of the piston (103);
the piston lifting mechanism is formed by assembling a steering shaft (101) and a piston (103) through a ball screw pair, and the piston (103) isolates a damper shell (102) into an upper half cylinder and a lower half cylinder; the steering shaft (101) drives the piston (103) to translate up and down along the damper shell (102) through a ball screw pair;
the damping adjusting mechanism (110) consists of a force pushing rod (108), a double-sided rack (111), a torque adjusting gear (201), a worm gear shaft (202) and a torque adjusting turbine (104), wherein the force pushing rod (108) is directly connected with the double-sided rack (111) through a fastening thread pair, the axial direction of the force pushing rod (108) is perpendicular to the rack stretching direction of the double-sided rack (111), one side of the rack on the double-sided rack (111) is meshed with the torque adjusting gear (201) through a gear pair, the torque adjusting gear (201) is circumferentially fixed with the worm gear shaft (202) through a key, the other end of the worm gear shaft (202) is provided with a worm rack, and the worm and the torque adjusting turbine (104) are meshed and rotated through the worm gear pair;
the mechanical pressure relief mechanism (112) is fixed on the lower surface of the piston (103), and consists of a left pressure relief rack (301), a left pressure relief gear (302), a gear sideslip sleeve (303), a sideslip gear (304), a pressure relief gear shaft (305), a right pressure relief rack (306) and a right pressure relief gear (307), wherein the inner peripheral surface of the sideslip gear (304) is meshed with the outer peripheral surface of the gear sideslip sleeve (303) through a ball screw pair, the inner peripheral surface of the gear sideslip sleeve (303) is combined with the pressure relief gear shaft (305) through a key so as to keep motionless, the left side or the right side surface of the sideslip gear (304) is meshed with the right side surface of the left pressure relief gear (302) or the left side surface of the right pressure relief gear (307) through a friction pair, and the left pressure relief rack (301) is meshed with the left pressure relief gear (302), the right pressure relief rack (306) and the right pressure relief gear (307) through a gear pair;
the rotating shaft of the steering wheel (1) is connected with the steering shaft (101) of the damper module (3), the torque and the rotation angle sensor (2) are arranged on the rotating shaft of the steering wheel (1), the torque motor module (4) is positioned below the damper module (3), the rotation of the motor is converted into the linear translation of the single-sided rack (107) in the torque motor module (4) through a gear rack pair, and then the translation of the double-sided rack (111) is pushed through the push rod (108), and the two-sided racks of the double-sided rack (111) are respectively meshed with the damping adjusting mechanism (110) and the torque adjusting gear (201) and the transverse moving gear (304) of the mechanical pressure release mechanism (112) in the damper module (3);
the outer contour of the piston (103) is the same as the section of the damper shell (102), and the piston and the damper shell are in clearance fit;
two mechanical throttling channels and two mechanical pressure relief channels are arranged on the piston (103); the two mechanical throttling channels are arc-shaped and are symmetrically arranged at two sides of the steering shaft (101) by taking the axis of the steering shaft (101) as the center; the two mechanical pressure release channels are rectangular and are respectively covered by a left pressure release rack (301) and a right pressure release rack (306) of the mechanical pressure release mechanism (112).
2. A steering wheel assembly for a steer-by-wire system according to claim 1, wherein the torque motor module (4) is composed of a torque motor (105), a mounting base plate (106) and a single-sided rack (107), the torque motor (105) is mounted on the mounting base plate (106), rotational power output by the torque motor (105) is converted into longitudinal displacement of the single-sided rack (107) for changing the steering wheel torque simulated by the damper module (3) according to the vehicle speed, and power for actively correcting the steering wheel (1) is provided, the other end of the single-sided rack (107) is connected with a force push rod (108), and a rack-and-pinion pair at the single-sided rack (107) converts the rotation of the motor into linear movement of the push rod (108).
3. A steering wheel assembly for a steer-by-wire system according to claim 1, wherein the inner ring of the torque regulating turbine (104) is provided with a thin pressing sheet, and two channels M and N which are circumferentially and uniformly distributed on the thin pressing sheet are closely attached to the lower surface of the piston (103), and the channels M and N are respectively intersected with two mechanical throttling channels on the piston (103).
4. A steering wheel assembly for a steer-by-wire system according to claim 1, wherein the left pressure relief gear (302) and the right pressure relief gear (307) are provided with unbroken grooves on their sides and five teeth on their outer peripheral surfaces.
5. A steering wheel assembly for a steer-by-wire system according to claim 1, wherein the steering wheel assembly further comprises two fault conduction valves (6) and an outer fluid passage (5), the two fault conduction valves (6) are arranged on the mounting base plate (106) and are respectively positioned in the piston (103) to isolate the damper housing (102) into an upper half cylinder and a lower half cylinder, the two fault conduction valves (6) are connected with the outer fluid passage (5), the valves which are electrified when the fault conduction valves (6) normally work are in a closed state, a sealed environment is ensured for the damper housing (102), if the power failure occurs, the fault conduction valves (6) are electrified, if the power failure occurs, the steering wheel (1) rotates at this time, the piston (103) is driven to move upwards, the silicone oil of the upper half cylinder flows through the outer fluid passage (5) through the valves to return to the lower half cylinder, the silicone oil with hydraulic pressure in the outer fluid passage (5) drives the mechanical tie rod to work, and the force acts on the steering reinforcement mechanism to complete the steering reinforcement under the circumstance of the occurrence of the fault.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811356442.4A CN109334755B (en) | 2018-11-15 | 2018-11-15 | Steering wheel assembly for steer-by-wire system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811356442.4A CN109334755B (en) | 2018-11-15 | 2018-11-15 | Steering wheel assembly for steer-by-wire system |
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| CN109334755A CN109334755A (en) | 2019-02-15 |
| CN109334755B true CN109334755B (en) | 2023-12-22 |
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| CN109850004B (en) * | 2019-03-25 | 2021-08-17 | 武汉科技大学 | Control method and system for steer-by-wire automobile steering wheel with energy-saving function |
| CN110064194A (en) * | 2019-04-30 | 2019-07-30 | 牡丹江师范学院 | A kind of VR interactive device of adapted to individual computer |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104029721A (en) * | 2014-01-23 | 2014-09-10 | 广西柳工机械股份有限公司 | Hydraulic steering device for loader |
| CN206171555U (en) * | 2016-10-26 | 2017-05-17 | 滁州市康达叉车零部件制造有限公司 | Damping formula industry vehicle turns to device |
| CN107458456A (en) * | 2017-06-23 | 2017-12-12 | 江苏大学 | A kind of wire-controlled steering system for being used to container based on hydraulic type |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE10221276B4 (en) * | 2002-05-14 | 2005-05-19 | Eaton Fluid Power Gmbh | Hydraulic system with pressure-dependent damping |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104029721A (en) * | 2014-01-23 | 2014-09-10 | 广西柳工机械股份有限公司 | Hydraulic steering device for loader |
| CN206171555U (en) * | 2016-10-26 | 2017-05-17 | 滁州市康达叉车零部件制造有限公司 | Damping formula industry vehicle turns to device |
| CN107458456A (en) * | 2017-06-23 | 2017-12-12 | 江苏大学 | A kind of wire-controlled steering system for being used to container based on hydraulic type |
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