CN114906211A - Steering system driven by double redundant hydraulic cylinders and vehicle - Google Patents
Steering system driven by double redundant hydraulic cylinders and vehicle Download PDFInfo
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- CN114906211A CN114906211A CN202110172395.3A CN202110172395A CN114906211A CN 114906211 A CN114906211 A CN 114906211A CN 202110172395 A CN202110172395 A CN 202110172395A CN 114906211 A CN114906211 A CN 114906211A
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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
- B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
- B62D5/065—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by specially adapted means for varying pressurised fluid supply based on need, e.g. on-demand, variable assist
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention discloses a steering system driven by double redundant hydraulic cylinders and a vehicle, wherein the steering system comprises an electronic control unit, a first hydraulic system and a second hydraulic system, and the first hydraulic system comprises: first pump station, first valve unit and first steering cylinder, second hydraulic system includes: the first steering oil cylinder and the second steering oil cylinder are symmetrically arranged to drive the vehicle to perform steering work; the electronic control unit distributes hydraulic pressure to the first hydraulic system and the second hydraulic system according to a certain distribution proportion based on a target steering force required by a certain steering, so that the sum of the actual steering forces of the first steering cylinder and the second steering cylinder is equal to the target steering force, wherein the hydraulic distribution proportions of the first hydraulic system and the second hydraulic system are complementary when the vehicle is turned left and right under the same condition, so that the sum of the actual steering forces received by the vehicle axle during the left-turning is equal to the sum of the actual steering forces received by the vehicle axle during the right-turning.
Description
Technical Field
The invention relates to the field of design of multi-marshalling vehicle steering systems, in particular to a steering system driven by double redundant hydraulic cylinders and used for an intelligent rail express train and a vehicle comprising the steering system.
Background
The intelligent rail express train is a novel transportation tool which integrates respective advantages of modern trams and buses. The designed maximum speed per hour is 70 kilometers, and the construction period of an operation line of the railway track is only one year and can be quickly put into use because the railway track does not depend on the situation of a steel rail. In addition, the intelligent rail express train also has the characteristics of zero emission and no pollution of rail trains such as light rails and subways, and supports various power supply modes. Due to the adoption of the high-speed rail flexible marshalling mode, the intelligent rail express train can also adjust the self transportation capacity according to the passenger flow change, for example, when the standard 3-section marshalling is adopted, the number of passengers carried by the train exceeds 300, and when the standard 5-section marshalling is adopted, the number of the passengers carried by the train exceeds 500, so that the defect of small passenger capacity of a common bus can be effectively overcome, and the transportation capacity is greatly improved.
At present, more intelligent rail express trains have three-section marshalling and 6 axles, and the steering mode of each axle is driven by a hydraulic oil cylinder. The steering system is one of key technologies of intelligent rail express trains, and the safety and the reliability of the steering system are particularly important. In the steering system in the prior art, only one hydraulic cylinder is used for driving the axle to steer. When the vehicle turns left and right, the stress of the axle is inconsistent, and the left and right tires of the vehicle are seriously worn for a long time. In addition, under the condition that only a single hydraulic cylinder works, if a steering oil cylinder of the intelligent track express train fails in the running process, traffic accidents are likely to occur, and very serious consequences are caused.
Therefore, the invention provides a double-redundancy hydraulic cylinder driving steering system and a vehicle comprising the same, which are used for improving the safety and the reliability of the vehicle during steering.
Disclosure of Invention
The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The invention provides a double-redundancy hydraulic cylinder driving steering system for an intelligent rail express train and a vehicle comprising the same, which can better solve the problem of risk caused by a single hydraulic cylinder of the steering system of the existing intelligent rail express train.
In accordance with the above object, the present invention provides a dual redundant cylinder driven steering system, wherein the steering system comprises an electronic control unit and a first hydraulic system and a second hydraulic system independent of each other, the first hydraulic system comprising: first pump station, first valve unit and first steering cylinder, this second hydraulic system includes: a second pump station, a second control valve group and a second steering oil cylinder,
the first steering oil cylinder and the second steering oil cylinder are symmetrically arranged and are arranged on the axle beam, the vehicle is driven to perform steering work through hydraulic pressure provided by the corresponding pump station,
the electronic control unit distributes hydraulic pressure to the first hydraulic system and the second hydraulic system according to a certain distribution proportion based on a target steering force required by a certain steering, so that the sum of the actual steering forces of the first steering cylinder and the second steering cylinder is equal to the target steering force, wherein the hydraulic distribution proportions of the first hydraulic system and the second hydraulic system are complementary when the vehicle is turned left and right under the same condition, so that the sum of the actual steering forces received by the vehicle axle during left turning is equal to the sum of the actual steering forces received by the vehicle axle during right turning.
In one embodiment, the hydraulic distribution ratio of the first hydraulic system to the second hydraulic system is 1: 1.
in an embodiment, a first pressure sensor and a second pressure sensor are respectively arranged inside the first steering cylinder and the second steering cylinder, and are used for collecting oil pressure values in the first steering cylinder and the second steering cylinder and feeding the oil pressure values back to the electronic control unit, and the electronic control unit controls the oil pressure in the first steering cylinder and the second steering cylinder based on the collected oil pressure values.
In one embodiment, the electronic control unit determines whether the first steering cylinder and the second steering cylinder are in a normal state or a failure state by determining whether the oil pressure values fed back by the first pressure sensor and the second pressure sensor are in a normal range.
In one embodiment, in response to the first steering cylinder and the second steering cylinder being in a normal state, the electronic control unit controls the first hydraulic system and the second hydraulic system to operate simultaneously to perform steering together.
In one embodiment, in response to the failure of one of the steering cylinders, the electronic control unit cuts off the hydraulic system corresponding to the failed steering cylinder and controls only the hydraulic system corresponding to the normal steering cylinder to perform steering operation, wherein the actual steering force of the single steering cylinder is equal to the target steering force.
In accordance with the above objects, the present invention also provides a vehicle including a dual redundant cylinder driven steering system as described above.
According to the steering system driven by the double redundant hydraulic cylinders and the vehicle comprising the steering system, the two single-rod hydraulic cylinders are symmetrically arranged to form two independent hydraulic systems for driving the steering cylinders, so that the problem of inconsistent vehicle stress during left-right steering of the vehicle is solved, the failure risk of a single cylinder in the running process of an intelligent rail express train is avoided, and the durability and the safety of the system are improved.
Drawings
The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.
FIG. 1 shows a schematic representation of a dual redundant hydraulic cylinder driven steering system of the present invention;
FIG. 2 is a schematic diagram of a dual redundant cylinder driven steering system of the present invention; and
fig. 3 shows a schematic view of a steering cylinder structure in a double-redundancy hydraulic cylinder driven steering system of the invention.
Description of the reference numerals:
10: an electronic control unit;
11: a first hydraulic system;
12: a second hydraulic system;
110: a first pump station;
120: a second pump station;
111: a first control valve group;
121: a second control valve group;
112: a first steering cylinder;
122: a second steering cylinder;
1120: a first pressure sensor;
1220: a second pressure sensor;
20: an axle;
201: an axle beam;
202: a left trapezoidal connecting rod;
203: a right trapezoidal connecting rod;
311: a rod cavity of the first steering cylinder;
312: a rodless cavity of the first steering cylinder;
321: a rod cavity of the second steering oil cylinder; and
322: a rodless chamber of the second steering cylinder.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. It is noted that the aspects described below in connection with the figures and the specific embodiments are only exemplary and should not be construed as imposing any limitation on the scope of the present invention.
While, for purposes of simplicity of explanation, the following methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.
For a better understanding of the invention, reference is first made to fig. 1, which shows a schematic representation of a double redundant cylinder driven steering system according to the invention in fig. 1.
The steering system driven by the double redundant hydraulic cylinders comprises an electronic control unit 10 and two independent hydraulic systems, namely a first hydraulic system 11 and a second hydraulic system 12. The first hydraulic system 11 comprises a first pump station 110, a first control valve group 111 and a first steering oil cylinder 112; the second hydraulic system 12 includes a second pumping station 120, a second control valve set 121, and a second steering cylinder 122.
The hydraulic system functions to increase the force by changing the pressure. A complete hydraulic system consists of five parts, namely a power element, an actuator, a control element, an auxiliary element (attachment), and hydraulic oil. Hydraulic systems can be divided into two broad categories: hydraulic transmission systems and hydraulic control systems. The hydraulic transmission system has the main function of transmitting power and motion. Hydraulic control systems are designed to provide a hydraulic system output that meets specific performance requirements (particularly dynamic performance), and are generally referred to as hydraulic drive systems. The first hydraulic system 11 and the second hydraulic system 12 used in the present invention are also hydraulic transmission systems. The hydraulic system consists of a signal control part and a hydraulic power part, wherein the signal control part is used for driving a control valve in the hydraulic power part to act; the hydraulic power section includes a hydraulic pressure source, a hydraulic pressure control section, and a hydraulic pressure execution section. The hydraulic source comprises a hydraulic pump, a motor and a hydraulic auxiliary element; the hydraulic control part comprises various control valves for controlling the flow, pressure and direction of the working oil; the execution part comprises a hydraulic cylinder or a hydraulic motor which can be selected according to actual requirements.
The steering oil cylinder is a hydraulic cylinder, is an actuating element in a hydraulic transmission system, and is an energy conversion device for converting hydraulic pressure into mechanical energy. When the linear reciprocating motion or the swinging motion is realized, a speed reducing device can be omitted, no rotating clearance exists, and the motion is stable, so that the linear reciprocating motion or the swinging motion is widely applied to hydraulic systems of various machines. The output force of the hydraulic cylinder is in direct proportion to the effective area of the piston and the pressure difference between the two sides of the piston. The hydraulic cylinder is basically composed of a cylinder barrel, a cylinder cover, a piston rod and a sealing device. The hydraulic cylinder has three types of structures, namely a piston cylinder, a plunger cylinder and a swing cylinder, and the piston cylinder and the plunger cylinder realize linear reciprocating motion and output speed and thrust; the oscillating cylinder realizes reciprocating motion and outputs angular speed and torque. The cylinders may be used in combination of two or more or with other mechanisms, other than individually, to accomplish a particular function.
Currently, the steering axle of the prior art has a set of hydraulic systems, and the steering of the vehicle is driven by a single steering cylinder. The steering oil cylinder is a single-piston rod hydraulic cylinder, and only one end of the steering oil cylinder is provided with a piston rod. The two ends of the steering wheel are provided with an oil inlet and an oil outlet which can be communicated with pressure oil or return oil to carry out bidirectional movement so as to realize the steering of the vehicle. However, because the effective working areas of the left and right chambers of the steering cylinder are not equal, the working area of the rodless chamber is usually large, and the working area of the rod chamber is small, the thrust and the speed generated by the piston to the left and the right are different under the condition of applying the same pressure. When the vehicle is steered left and right, the stress of the axle is inconsistent, and the tires of the vehicle are seriously worn for a long time, so that the maintenance cost of the vehicle is increased, and traffic accidents are possible to happen.
Furthermore, since the steering system of the prior art has only one steering cylinder, the cylinder risks damage to the seal. During operation, if a problem occurs with the sealing arrangement of the hydraulic cylinder, the oil between the rod and rodless chambers cannot build pressure, thereby rendering steering ineffective. Steering failure is a very serious accident during the operation of the vehicle, which may be serious casualties.
The dual redundant cylinder driven steering system of fig. 1 effectively addresses the deficiencies of the prior art. The electronic control unit 10 in fig. 1, also called a "vehicle computer", is used to control the driving state of the vehicle and to realize various other functions. The method mainly utilizes data acquisition and exchange of various sensors and buses to judge the state of the vehicle and the intention of a driver and controls the vehicle through an actuator.
In the present invention, the electronic control unit 10 distributes the hydraulic pressures to the first hydraulic system 11 and the second hydraulic system 12 in a certain distribution ratio based on a target steering force required for a certain steering, so that the sum of the actual steering forces in the two hydraulic systems is equal to the target steering force provided by the electronic control unit 10. Furthermore, in the case where other conditions of the outside world are the same, the proportions of the hydraulic pressures distributed by the first hydraulic system 11 and the second hydraulic system 12 are complementary when the vehicle is turning left and right. That is, if the hydraulic pressure distribution ratio of the first hydraulic system 11 to the second hydraulic system 12 is A (1-A) when the vehicle turns left; then, when the vehicle is turning right under the same conditions other than the outside, the hydraulic pressure distribution ratio of the first hydraulic system 11 and the second hydraulic system 12 is (1-a): a.
Referring to fig. 2, fig. 2 is a schematic structural diagram of a steering system driven by dual redundant hydraulic cylinders according to the present invention. The first steering cylinder 112 and the second steering cylinder 122 in fig. 2 are arranged symmetrically, their cylinders are mounted on an axle beam 201, the push rod of the first steering cylinder 112 is mounted on a left ladder link 202 of the axle 20, and the push rod of the second steering cylinder 122 is mounted on a right ladder link 203 of the axle 20. Because the two sets of hydraulic systems are completely the same, and the two steering oil cylinders are also completely the same and symmetrically arranged, when other conditions are the same, and only under the condition that the steering of the vehicle is different, the sum of the actual steering force received by the axle when the axle turns left is equal to the sum of the actual steering force received by the axle when the axle turns right.
When the electronic control unit 10 receives a request for a left turn from the driver, a target steering force for the turn is obtained after the direction is determined. Normally, the first steering cylinder 112 and the second steering cylinder 122 operate simultaneously. The first pumping station 110 and the second pumping station 120 are also actuated simultaneously, the first control valve group 111 controls the first steering cylinder 112 to retract, and the second control valve group 121 controls the second steering cylinder 122 to extend. At this time, the axle 20 is subjected to a force of the rod chamber pulling force of the first steering cylinder 112 plus the rod chamber pushing force of the second steering cylinder 122.
In the first embodiment, the electronic control unit 10 receives the instruction request for turning left, and obtains the target steering force required for turning left. The electronic control unit 10 distributes the hydraulic pressure to the first hydraulic system 11 and the second hydraulic system 12 in a certain proportion based on this target steering force. Assuming that the hydraulic pressure distribution ratio of the first hydraulic system 11 and the second hydraulic system 12 is 3:7, and the hydraulic pressure required to be provided by the first pump station 110 in the first hydraulic system 11 is 3P, the hydraulic pressure required to be provided by the second pump station 120 in the second hydraulic system 12 is 7P. At this time, the first pumping station 110 and the second pumping station 120 operate simultaneously, and supply hydraulic pressure in a divided ratio. The first and second control valve groups 111 and 121 control the extension and contraction of the first and second steering cylinders 112 and 122, respectively.
Specifically, as shown in fig. 3, the first steering cylinder 112 and the second steering cylinder 122 are both single-piston-rod hydraulic cylinders, and each of the hydraulic cylinders structurally comprises a cylinder barrel, a piston rod, an end cover, a bracket, a sealing member, and the like. When the vehicle rotates to the left, in the first steering cylinder 112, pressure oil enters the rod cavity 311 of the first steering cylinder 112 from the left oil port, so that the piston is pushed to move to the right, and the first steering cylinder 112 retracts; meanwhile, in the second steering cylinder 122, pressure oil enters the rodless cavity 322 of the second steering cylinder 122 from the left oil port, pushes the piston to move rightward, and the second steering cylinder 122 extends.
As can be seen from the formula F — P × S, when the vehicle turns left, the actual steering force applied to the axle 20 is the rod cavity pulling force 3P × S of the first steering cylinder 112 Is provided with Rodless chamber thrust 7P × S with the second steering cylinder 122 Is composed of Sum, i.e. F Left reality ＝3P×S Is provided with +7P×S Is free of 。
When the external conditions are not changed, such as the required rotation speed and the turning angle are the same, and only the directions are different, the sum of the actual steering forces applied to the axle 20 during the left turn is equal to the sum of the actual steering forces applied to the axle 20 during the right turn.
When the electronic control unit 10 receives a request from the driver to turn right, the target steering force at the time of turning right of the vehicle is obtained to be the same as the target steering force at the time of turning left in the first embodiment. Normally, the first steering cylinder 112 and the second steering cylinder 122 operate simultaneously. The first pumping station 110 and the second pumping station 120 are also activated simultaneously, the first control valve set 111 controls the first steering cylinder 112 to extend and retract, and the second control valve set 121 controls the second steering cylinder 122 to retract. At this time, the axle 20 is subjected to a force which is the rodless chamber thrust of the first steering cylinder 112 plus the rodless chamber pull of the second steering cylinder 122.
In the second embodiment, the electronic control unit 10 receives the instruction request for turning right, and obtains the target steering force required for turning right. The electronic control unit 10 distributes hydraulic pressure to the first hydraulic system 11 and the second hydraulic system 12 in a certain proportion based on this target steering force. Because the hydraulic pressure distribution ratio of the first hydraulic system 11 and the second hydraulic system 12 is 3:7 when the vehicle turns left under the same condition. The hydraulic distribution ratios of the first hydraulic system 11 and the second hydraulic system 12 are complementary to each other so that the sum of the actual steering forces experienced when the vehicle turns left at the end is equal to the sum of the actual steering forces experienced when the vehicle turns right. In the present embodiment, therefore, the distributed hydraulic pressure ratio of the first hydraulic system 11 and the second hydraulic system 12 is 7: 3. The first pumping station 110 in the first hydraulic system 11 needs to provide a hydraulic pressure of 7P, and the second pumping station 120 in the second hydraulic system 12 needs to provide a hydraulic pressure of 3P. At this time, the first pumping station 110 and the second pumping station 120 operate simultaneously, and supply hydraulic pressure at a distributed ratio. The first and second control valve groups 111 and 121 control the extension and contraction of the first and second steering cylinders 112 and 122, respectively.
As shown in fig. 3 in particular, when the vehicle turns to the right, in the first steering cylinder 112, the pressure oil enters the rodless cavity 312 of the first steering cylinder 112 from the right oil port, and pushes the piston to move to the left, so that the first steering cylinder 112 extends out; meanwhile, in the second steering cylinder 122, the pressure oil enters the rod cavity 321 of the second steering cylinder 122 from the right oil port, and pushes the piston to move leftwards, so that the second steering cylinder 122 retracts.
As can be seen from the formula F — P × S, when the vehicle turns right, the actual steering force applied to the axle 20 is the rodless chamber thrust 7P × S of the first steering cylinder 112 Is free of Thrust of rod chamber 3P × S with the second steering cylinder 122 Is provided with Sum, i.e. F Right reality ＝7P×S Is composed of +3P×S Is provided with 。
As can be seen from the formula, when the target steering forces required for the left and right turns of the vehicle are the same under the same other conditions, the sum of the actual steering forces provided by the first hydraulic system 11 and the second hydraulic system 12 when the axle 20 turns left is equal to the sum of the actual steering forces provided by the first hydraulic system 11 and the second hydraulic system 12 when the axle 20 turns right.
In the practical application of the steering system driven by the double redundant hydraulic cylinders, due to various objective factors, such as the fact that the working areas of the rod cavities and the rodless cavities of the two steering cylinders cannot be completely consistent in manufacturing, and due to external uncontrollable reasons such as weather, road conditions and the like, the sum of the actual steering forces on the left steering of the axle is completely equal to the sum of the actual steering forces on the right steering of the axle even though the external conditions except the left steering and the right steering set by a driver are the same, the sum of the actual steering forces on the left steering of the axle cannot be ensured to be completely equal to the sum of the actual steering forces on the right steering of the axle when the axle steers.
Preferably, when the distribution ratio of the first hydraulic system 11 to the second hydraulic system 12 is 1:1, the sum of the actual steering forces experienced by the axle 20 when turning left is equal to the sum of the actual steering forces experienced by the axle 20 when turning right under the same external conditions.
In the third embodiment, the electronic control unit 10 receives the instruction request for turning left, and obtains the target steering force required when turning left. The electronic control unit 10 distributes the hydraulic pressure to the first hydraulic system 11 and the second hydraulic system 12 in a certain proportion based on this target steering force. At this time, the hydraulic pressure distribution ratio of the first hydraulic system 11 and the second hydraulic system 12 is 1:1, the hydraulic pressure that the first pump station 110 in the first hydraulic system 11 needs to provide is P, and the hydraulic pressure that the second pump station 120 in the second hydraulic system 12 needs to provide is also P. Subsequently, the first pumping station 110 and the second pumping station 120 are operated simultaneously, providing hydraulic pressure in a distributed proportion. The first control valve group 111 controls the first steering cylinder 112 to retract, and the second control valve group 121 controls the second steering cylinder 122 to extend.
As can be seen from the formula F — P × S, when the vehicle turns left, the actual steering force applied to the axle 20 is the rod chamber pulling force P × S of the first steering cylinder 112 Is provided with Rodless chamber thrust P × S with the second steering cylinder 122 Is free of Sum, i.e. F Left reality ＝P×S Is provided with +P×S Is free of 。
In the case of the present embodiment, when the right-turn target steering force is the same as the left-turn target steering force, because the hydraulic pressure distribution ratio of the first hydraulic system 11 and the second hydraulic system 12 is 1:1, the hydraulic pressure that the first pumping station 110 in the first hydraulic system 11 needs to provide is P, and the hydraulic pressure that the second pumping station 120 in the second hydraulic system 12 needs to provide is also P. Subsequently, the first pumping station 110 and the second pumping station 120 are operated simultaneously, providing hydraulic pressure in a distributed proportion. The first control valve group 111 controls the first steering cylinder 112 to extend, and the second control valve group 121 controls the second steering cylinder 122 to retract.
As can be seen from the formula F — P × S, when the vehicle turns right, the actual steering force applied to the axle 20 is the rodless chamber thrust P × S of the first steering cylinder 112 Is provided with Rod chamber tension P × S with the second steering cylinder 122 Is composed of Sum, i.e. F Right reality ＝P×S Is provided with +P×S Is free of 。
At this time, in an actual situation, the sum of the actual steering forces experienced by the axle 20 when turning left is most nearly equal to the sum of the actual steering forces experienced by the axle 20 when turning right, that is, the hydraulic pressure distribution ratio between the first hydraulic system 11 and the second hydraulic system 12 is 1:1, the stress is the most consistent when the axle turns left and right, and the technical effect achieved by the invention is the best.
With continued reference to fig. 1 and 2, the interior of the first steering cylinder 112 and the second steering cylinder 122 are each provided with a pressure sensor, a first pressure sensor 1120 and a second pressure sensor 1220. First pressure sensor 1120 is used for gathering the fluid pressure value in the first steering cylinder 112, and second pressure sensor 1220 is used for gathering the fluid pressure value in the second steering cylinder 122 to convert the pressure value in two steering cylinders into the signal of telecommunication, and the feedback is uploaded to electronic control unit 10, makes electronic control unit 10 can real-time supervision control first steering cylinder 112 and the fluid pressure value in the second steering cylinder 122.
The electronic control unit 10 determines whether the pressure values of the first steering cylinder 112 and the second steering cylinder 122 are within a normal range through the pressure values uploaded by the first pressure sensor 1120 and the second pressure sensor 1220, thereby determining whether the two steering cylinders are in a normal state or a failure state. The normal range of pressure values described above is a static range and does not vary in range with the operating conditions of the vehicle.
When the electronic control unit 10 confirms that both the first steering cylinder 112 and the second steering cylinder 122 are in the normal state, the electronic control unit 10 controls the first hydraulic system 11 and the second hydraulic system 12 to operate simultaneously, and performs the steering operation. Specifically, the first pumping station 110 and the second pumping station 120 are simultaneously started, and the first control valve group 111 and the second control valve group 121 control the first steering cylinder 112 and the second steering cylinder 122 to extend or retract according to the steering requirement.
When the electronic control unit 10 finds that a certain steering cylinder is in a failure state, the electronic control unit 10 immediately cuts off the hydraulic system corresponding to the failed steering cylinder, and only controls another normal steering cylinder to perform steering operation. In this case where only a single steering cylinder is operated, it is the single cylinder for which the actual steering force is equal to the target steering force determined by the electronic control unit 10.
Specifically, in the fourth embodiment, the electronic control unit 10 has determined the magnitude of the steering and the target steering force. The electronic control unit 10 finds that the oil pressure value of the first steering cylinder 112 fed back by the first pressure sensor 1120 is not within a normal range, and determines that the first steering cylinder 112 is in a failure state, for example, a sealing device of the first steering cylinder 112 has a problem to cause a sealing failure. At this time, oil is communicated between the rod chamber and the rod-less chamber of the failed first steering cylinder 112, and an oil pressure value monitored by the first pressure sensor 1120 in the first steering cylinder 112 is obviously lower than a normal pressure value range. The electronic control unit 10 immediately controls the first pump station 110 to stop operating, and controls the internal valve of the first control valve group 111 to reverse, so that the failed first steering cylinder 112 is in a non-active floating state, and does not output an acting force. Meanwhile, the second steering cylinder 122 works normally, the axle 20 steers only with the acting force of the second steering cylinder 122, and at the same time, the first steering cylinder 112 is driven to act with the steering of the axle 20. Also, in such a case where only the second steering cylinder 122 is operated, the actual steering force of the second steering cylinder 122 is equal to the target steering force determined by the electronic control unit 10.
The invention also provides a vehicle comprising a steering system driven by the double redundant hydraulic cylinders, and the specific characteristics of the vehicle are as described above, and the detailed description is omitted here.
The double-redundancy hydraulic cylinder driving steering system can select components with different specifications according to different control precision and response requirements, and considers a series of added redundancy and fault diagnosis functional design schemes according to different safety requirements, and belongs to the disclosure.
According to the double-redundancy hydraulic cylinder driving steering system and the vehicle comprising the steering system, the two single-rod hydraulic cylinders are symmetrically arranged and work simultaneously, and the driving of the steering oil cylinders is realized by combining two independent hydraulic systems, so that the problem that the stress of axles is inconsistent when the vehicle steers left and right is solved, the failure risk of the oil cylinders of the intelligent rail express train in the operation process is avoided, the safety and the reliability of the vehicle in the driving process are improved, and the requirement of safe driving of the vehicle is met.
The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (7)
1. A dual redundant cylinder driven steering system, said steering system comprising an electronic control unit and first and second hydraulic systems independent of each other, said first hydraulic system comprising: first pump station, first valve unit and first steering cylinder, second hydraulic system includes: a second pump station, a second control valve group and a second steering oil cylinder,
the first steering oil cylinder and the second steering oil cylinder are symmetrically arranged and are arranged on the axle beam, the vehicle is driven to perform steering work through hydraulic pressure provided by the corresponding pump station,
the electronic control unit distributes hydraulic pressure to the first hydraulic system and the second hydraulic system according to a certain distribution proportion based on a target steering force required by a certain steering, so that the sum of the actual steering forces of the first steering cylinder and the second steering cylinder is equal to the target steering force, wherein the hydraulic distribution proportions of the first hydraulic system and the second hydraulic system are complementary when the vehicle is turned left and right under the same condition, so that the sum of the actual steering forces received by the vehicle axle during left turning is equal to the sum of the actual steering forces received by the vehicle axle during right turning.
2. The dual redundant cylinder driven steering system of claim 1 wherein the hydraulic distribution ratio of the first hydraulic system to the second hydraulic system is 1: 1.
3. the dual redundant hydraulic cylinder driven steering system according to claim 1, wherein the first steering cylinder and the second steering cylinder are provided with a first pressure sensor and a second pressure sensor inside thereof, respectively, for collecting pressure values of the oil in the first steering cylinder and the second steering cylinder and feeding back the pressure values to the electronic control unit, and the electronic control unit controls the pressure of the oil in the first steering cylinder and the second steering cylinder based on the collected pressure values of the oil.
4. The dual redundant hydraulic cylinder driven steering system according to claim 3, wherein the electronic control unit determines whether the first steering cylinder and the second steering cylinder are in a normal state or a failure state by determining whether the oil pressure values fed back by the first pressure sensor and the second pressure sensor are in a normal range.
5. The dual redundant cylinder driven steering system according to claim 4 wherein said electronic control unit controls said first hydraulic system and said second hydraulic system to operate simultaneously to perform a steering operation in combination in response to both of said first steering cylinder and said second steering cylinder being in a normal condition.
6. The dual redundant cylinder driven steering system according to claim 4, wherein in response to a failure of one of the steering cylinders, the electronic control unit shuts off the hydraulic system corresponding to the failed steering cylinder and controls only the hydraulic system corresponding to the normal steering cylinder to perform steering operation, when the actual steering force of the single steering cylinder is equal to the target steering force.
7. A vehicle comprising a dual redundant cylinder driven steering system according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110172395.3A CN114906211B (en) | 2021-02-08 | 2021-02-08 | Dual-redundancy hydraulic cylinder driven steering system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110172395.3A CN114906211B (en) | 2021-02-08 | 2021-02-08 | Dual-redundancy hydraulic cylinder driven steering system and vehicle |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0926045A2 (en) * | 1997-12-15 | 1999-06-30 | KABUSHIKI KAISHA KOBE SEIKO SHO also known as Kobe Steel Ltd. | Steering system in a traveling vehicle |
| US6650979B1 (en) * | 1999-09-25 | 2003-11-18 | Volkswagen Ag | System for controlling motor vehicle components according to the “drive-by-wire” principle |
| JP2008155897A (en) * | 2006-12-26 | 2008-07-10 | Hitachi Constr Mach Co Ltd | Steering system for working vehicle |
| CN102372025A (en) * | 2010-08-26 | 2012-03-14 | 长沙中联重工科技发展股份有限公司 | Electric control closed type hydraulic steering system, control method and vehicle having system |
| CN102923187A (en) * | 2012-11-27 | 2013-02-13 | 徐州重型机械有限公司 | Follow-up steering control system of multi-axle automobile crane and multi-axle automobile crane |
| CN106240627A (en) * | 2016-08-25 | 2016-12-21 | 北汽福田汽车股份有限公司 | Independent steering bridge and assembly, independent steering system and automobile |
| CN111098919A (en) * | 2018-10-25 | 2020-05-05 | 中车株洲电力机车研究所有限公司 | High-precision quick-response intelligent rail electric car steering system |
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2021
- 2021-02-08 CN CN202110172395.3A patent/CN114906211B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0926045A2 (en) * | 1997-12-15 | 1999-06-30 | KABUSHIKI KAISHA KOBE SEIKO SHO also known as Kobe Steel Ltd. | Steering system in a traveling vehicle |
| US6650979B1 (en) * | 1999-09-25 | 2003-11-18 | Volkswagen Ag | System for controlling motor vehicle components according to the “drive-by-wire” principle |
| JP2008155897A (en) * | 2006-12-26 | 2008-07-10 | Hitachi Constr Mach Co Ltd | Steering system for working vehicle |
| CN102372025A (en) * | 2010-08-26 | 2012-03-14 | 长沙中联重工科技发展股份有限公司 | Electric control closed type hydraulic steering system, control method and vehicle having system |
| CN102923187A (en) * | 2012-11-27 | 2013-02-13 | 徐州重型机械有限公司 | Follow-up steering control system of multi-axle automobile crane and multi-axle automobile crane |
| CN106240627A (en) * | 2016-08-25 | 2016-12-21 | 北汽福田汽车股份有限公司 | Independent steering bridge and assembly, independent steering system and automobile |
| CN111098919A (en) * | 2018-10-25 | 2020-05-05 | 中车株洲电力机车研究所有限公司 | High-precision quick-response intelligent rail electric car steering system |
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| CN114906211B (en) | 2023-08-01 |
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