CN117698836A - Steering system's self-resetting mechanism and vehicle - Google Patents
Steering system's self-resetting mechanism and vehicle Download PDFInfo
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- CN117698836A CN117698836A CN202311834169.2A CN202311834169A CN117698836A CN 117698836 A CN117698836 A CN 117698836A CN 202311834169 A CN202311834169 A CN 202311834169A CN 117698836 A CN117698836 A CN 117698836A
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- 230000007246 mechanism Effects 0.000 title claims abstract description 40
- 239000012530 fluid Substances 0.000 claims description 12
- 238000004891 communication Methods 0.000 claims description 6
- 230000002457 bidirectional effect Effects 0.000 claims description 5
- 230000000903 blocking effect Effects 0.000 claims description 2
- 239000000306 component Substances 0.000 description 11
- 238000012986 modification Methods 0.000 description 7
- 230000004048 modification Effects 0.000 description 7
- 230000005540 biological transmission Effects 0.000 description 6
- 238000013461 design Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 230000033001 locomotion Effects 0.000 description 5
- 239000000463 material Substances 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- 239000010720 hydraulic oil Substances 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 2
- 238000003754 machining Methods 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- 229910001018 Cast iron Inorganic materials 0.000 description 1
- 229910001208 Crucible steel Inorganic materials 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 238000000429 assembly Methods 0.000 description 1
- 230000000712 assembly Effects 0.000 description 1
- 239000008358 core component Substances 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
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- 230000008569 process Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000009877 rendering Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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
- B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
- B62D5/062—Details, component parts
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
Abstract
The invention belongs to the technical field of vehicle steering systems, and in particular relates to a self-resetting mechanism of a steering system and a vehicle, comprising the following components: a hydraulic cylinder; the piston divides a hydraulic cavity of the hydraulic cylinder into a first hydraulic cavity and a second hydraulic cavity; the piston rod is fixedly connected with the piston, and two ends of the piston rod respectively penetrate to the outer sides of two ends of the hydraulic cylinder; the valve assembly is connected with the first hydraulic cavity and the second hydraulic cavity through pipelines respectively; one of the hydraulic cylinder and the piston rod is connected with a tie rod of a steering system, and the other is connected with a frame or a structure relatively fixed with the frame. The self-resetting mechanism can automatically reset the wheels when the steering system of the vehicle fails, and due to the existence of the valve assembly, even if the road surface has the conditions of concave-convex, bumpy and the like, the wheels cannot increase the steering angle, so that the steering angle of the wheels can be ensured to finally return to the preset threshold range and be kept in the preset threshold range, and the safety of the steering system is improved.
Description
Technical Field
The invention belongs to the technical field of vehicle steering systems, and particularly relates to a self-resetting mechanism of a steering system and a vehicle.
Background
The steering-by-wire system cancels the mechanical connection (steering column) between the steering wheel and the steering wheel, the angle transmission and the force transmission are realized by controlling the motor through the controller, the angle transmission and the force transmission can be independently carried out, the mutual influence is avoided, a great design space is brought for the steering characteristics of the automobile, and the potential safety hazard that the steering column invades into the passenger cabin during collision is also eliminated. Meanwhile, the mechanical decoupling of the steering wheel and the steering mechanism is very fit with the development trend of automatic driving, so that the functions such as silence of the steering wheel, filtering of unnecessary road input, folding/hiding of the steering wheel and the like can be realized, and a larger degree of freedom of design is provided for the active safety function.
Drive-by-wire technology presents a significant challenge to the reliability of control systems. Most of the current passenger vehicles use electric power steering technology, and after the failure of an electric control system, the minimum steering operation can still be realized through the mechanical connection (steering column) of a steering wheel and a steering mechanism. However, the full-drive system must implement guarantee of system stability and reliability through a perfect system design, such as a redundant security architecture. In addition, a solution for automatically correcting the vehicle in the case of total failure of the on-line control system is also needed.
Disclosure of Invention
In view of the above-described drawbacks of the prior art, an object of the present invention is to provide a self-resetting mechanism of a steering system and a vehicle capable of automatically resetting the vehicle when all of the wire control systems are disabled.
To achieve the above and other related objects, the present invention provides a self-resetting mechanism of a steering system, comprising:
a hydraulic cylinder;
the piston is movably arranged in the hydraulic cylinder and divides a hydraulic cavity of the hydraulic cylinder into a first hydraulic cavity and a second hydraulic cavity;
the piston rod is fixedly connected with the piston, and two ends of the piston rod respectively penetrate through the outer sides of two ends of the hydraulic cylinder;
the valve assembly is connected with the first hydraulic cavity and the second hydraulic cavity through pipelines respectively; the valve assembly is configured to be switchable between:
the first station is used for conducting the first hydraulic cavity and the second hydraulic cavity in a bidirectional mode through the valve assembly; and
a second station, wherein the valve assembly is configured to limit the piston to move only in a direction approaching the preset area when the piston is not located in the preset area of the hydraulic cylinder;
one of the hydraulic cylinder and the piston rod is connected with a tie rod of a steering system, and the other is connected with a frame or a structure relatively fixed with the frame; and when the piston is positioned in the preset area, the steering angle of the wheels connected with the steering system is smaller than a preset threshold value.
In an alternative embodiment of the invention, the valve assembly includes a first check valve and a second check valve; the first end of the first one-way valve is always communicated with the first hydraulic cavity through a pipeline, the second end of the first one-way valve is communicated with the preset area through a pipeline, the second end of the first one-way valve can be plugged when the piston is positioned in the preset area, and the first one-way valve is configured to enable fluid to flow from the second end to the first end and prevent fluid from flowing from the first end to the second end; the first end of the second one-way valve is always communicated with the second hydraulic cavity through a pipeline, the second end of the second one-way valve is communicated with the preset area, the second end of the second one-way valve can be plugged when the piston is located in the preset area, and the second one-way valve is configured to enable fluid to flow from the second end to the first end and prevent fluid from flowing from the first end to the second end.
In an alternative embodiment of the present invention, the second end of the first check valve is connected to a side of the preset area near the second end of the hydraulic cylinder; the second end of the second one-way valve is connected to one side of the preset area, which is close to the first end of the hydraulic cylinder; the first end of the hydraulic cylinder is the end corresponding to the first hydraulic cavity, and the second end of the hydraulic cylinder is the end corresponding to the second hydraulic cavity.
In an alternative embodiment of the present invention, the length of the preset area in the axial direction of the hydraulic cylinder is equal to the length of the piston, and the piston can simultaneously seal the second end of the first check valve and the second end of the second check valve when the piston is located in the preset area.
In an alternative embodiment of the present invention, the length of the preset area in the axial direction of the hydraulic cylinder is greater than the length of the piston, the second end of the first check valve can be plugged when the piston is located at the second end of the preset area, and the second end of the second check valve can be plugged when the piston is located at the first end of the preset area; the first end of the preset area is the end close to the first end of the hydraulic cylinder, and the second end of the preset area is the end close to the second end of the hydraulic cylinder.
In an alternative embodiment of the present invention, the valve assembly further comprises a shut-off valve, a first end of the shut-off valve is always in communication with the first hydraulic chamber, a second end of the shut-off valve is always in communication with the second hydraulic chamber, and the shut-off valve is configured to be capable of bidirectionally switching the first hydraulic chamber and the second hydraulic chamber on and off.
In an alternative embodiment of the invention, the shut-off valve is connected between the first end of the first one-way valve and the first end of the second one-way valve.
In an alternative embodiment of the present invention, the stop valve is a normally closed electromagnetic valve, and the stop valve is electrically connected to the steering controller, and is opened when the steering controller is powered on, and is closed when the steering controller is powered off.
In an alternative embodiment of the present invention, the stop valve is a normally open electromagnetic valve, and the stop valve is electrically connected to an independent controller, and can be controlled to be opened or closed when the controller is powered on, and opened when the controller is powered off.
To achieve the above and other related objects, the present invention also provides a vehicle including the self-resetting mechanism of the steering system.
The invention has the technical effects that: the self-resetting mechanism can automatically reset the wheels when the steering system of the vehicle fails, and due to the valve assembly, even if the road surface has concave-convex, bumpy and other conditions, the wheels cannot increase the steering angle, so that the steering angle of the wheels can be ensured to finally return to the preset threshold range and be kept in the preset threshold range, and the safety of the steering system is improved.
Drawings
FIG. 1 is a transmission schematic diagram of a steering system;
FIG. 2 is a schematic diagram of a self-resetting mechanism provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of one of the states of the self-resetting mechanism provided by an embodiment of the present invention;
FIG. 4 is a schematic diagram of another state of the self-resetting mechanism provided by an embodiment of the present invention;
FIG. 5 is a schematic diagram of a self-resetting mechanism provided by another embodiment of the present invention;
reference numerals illustrate: 1. a cross pull rod; 2. a wheel; 10. a hydraulic cylinder; 101. a first hydraulic chamber; 102. a second hydraulic chamber; 103. a preset area; 11. a piston; 12. a piston rod; 21. a first one-way valve; 22. a second one-way valve; 23. and a stop valve.
Detailed Description
Other advantages and effects of the present invention will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present invention with reference to specific examples. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict.
It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present invention by way of illustration, and only the components related to the present invention are shown in the illustrations, not according to the number, shape and size of the components in actual implementation, and the form, number and proportion of each component in actual implementation may be arbitrarily changed, and the layout of the components may be more complex.
The self-resetting mechanism of the steering system is particularly suitable for a full-steer-by-wire steering system and can also be suitable for a common power-assisted steering system.
Compared with the traditional steering system, the steering-by-wire system adopts components such as an electric steering device, a sensor, a steering-by-wire controller and the like to digitally control the steering of the vehicle; the electric steering device is a core component of a steer-by-wire system and is responsible for providing steering power to drive wheels to steer, and can comprise a steering motor, a gear system, a steering pull rod and other components; various sensors are used in steer-by-wire systems to sense vehicle state and environmental information, including steering wheel angle sensors, steering torque sensors, vehicle speed sensors, etc., which communicate collected information to a steer-by-wire controller; the drive-by-wire steering controller is an intelligent control center of the drive-by-wire steering system, is responsible for receiving and processing data provided by the sensor, calculates a proper steering force output instruction according to the state of the vehicle and the intention of a driver, and can also adjust and optimize in real time according to driving conditions.
The operating principle of the all-steer-by-wire system is as follows: the steering wheel angle sensor can monitor the steering wheel rotation angle of a driver in real time, meanwhile, the steering moment sensor can measure the moment applied on the steering wheel by the driver, and other sensors such as a vehicle speed sensor can sense data such as the speed and the acceleration of the vehicle. The drive-by-wire steering controller receives data provided by the sensor, calculates and analyzes the data through a preset algorithm and model, determines the current steering requirement of the vehicle, and the algorithm can consider various factors such as the vehicle speed, the steering intention of a driver, the driving mode and the like. The steer-by-wire controller controls the motor of the electric steering device through the output signal, and adjusts the magnitude and the direction of steering force, so that a driver can easily and accurately control the steering of the vehicle. The steer-by-wire controller can adjust and optimize the steering force output according to the data updated in real time such as the dynamic state of the vehicle and road conditions so as to provide optimal control performance and safety.
According to the working principle, a mechanical connection structure is not arranged between the steering wheel and the steering mechanism of the full-drive steering system, so that the design freedom of the steering wheel is improved, but a certain potential safety hazard is caused, when the drive-by-wire system is completely out of operation, a driver cannot manually control the steering mechanism through the steering wheel, and particularly, if wheels cannot be aligned in time in the turning or lane changing process, serious safety accidents can be caused. Therefore, the invention provides a self-resetting mechanism which can gradually return and keep wheels in a return state when a steering system fails, and the mechanism is used as a redundancy guarantee device of the steer-by-wire system, and can reduce the safety risk when the steer-by-wire system fails to a certain extent.
Referring to fig. 1 to 5, the following detailed description of the technical solution of the present invention is provided with reference to the specific embodiments:
referring to fig. 1, the main structure of a steering mechanism is described first, the steering mechanism mainly includes a tie rod 1, the tie rod 1 is connected to the central portion of the steering mechanism, the tie rod 1 is connected to steering brackets of two wheels 2 through a transmission mechanism, and the length and position of the tie rod can be adjusted according to the size and suspension design of a vehicle so as to ensure that the vehicle can steer stably and accurately; when the vehicle is turning, the tie rod 1 is responsible for transmitting the movement of the drive element to the wheels 2, in a conventional power steering system the tie rod 1 is in driving connection with the steering column, whereas in a full steer-by-wire system the tie rod 1 is in driving connection with the steering motor.
Referring to fig. 2, a self-resetting mechanism of a steering system according to an embodiment of the present invention includes a hydraulic cylinder 10, a piston 11, a piston rod 12, and a valve assembly.
The hydraulic cylinder 10 may be made of cast iron or cast steel for fixing other components while accommodating hydraulic oil.
The piston 11 is movably arranged in the hydraulic cylinder 10, and the piston 11 divides a hydraulic cavity of the hydraulic cylinder 10 into a first hydraulic cavity 101 and a second hydraulic cavity 102; the piston 11 can reciprocate in the hydraulic cylinder 10, and the tightness of the piston 11 has great influence on the working performance of the hydraulic cylinder 10, so that a certain sealing element can be arranged between the piston 11 and the hydraulic cylinder 10, the sealing element is used for thoroughly blocking hydraulic oil in two hydraulic cavities and bearing high pressure, and the common sealing element comprises an O-shaped ring, an oil seal, a piston ring and the like.
The piston rod 12 is fixedly connected with the piston 11, and two ends of the piston rod 12 respectively penetrate to the outer sides of two ends of the hydraulic cylinder 10; it should be noted that, the piston rod 12 in the present invention must be a double-headed piston rod 12, that is, both ends of the piston rod 12 need to penetrate to the outside of the hydraulic cylinder 10, and diameters of the piston rods 12 on both sides of the piston 11 should be identical, so as to ensure that volume changes of the first hydraulic chamber 101 and the second hydraulic chamber 102 are equal during the movement of the piston 11, and avoid locking of the piston 11.
The valve assembly is connected with the first hydraulic cavity 101 and the second hydraulic cavity 102 through pipelines respectively; the valve assembly is configured to be switchable between: a first station, wherein the valve assembly conducts the first hydraulic cavity 101 and the second hydraulic cavity 102 in a bidirectional manner; and a second station, the valve assembly is configured to limit the piston 11 to move only in a direction approaching the preset area 103 when the piston 11 is not located in the preset area 103 of the hydraulic cylinder 10.
In a preferred embodiment, the piston rod 12 is connected to the tie rod 1 of the steering system, or the piston rod 12 can be directly used as the tie rod 1 of the steering system, the hydraulic cylinder 10 is connected to the frame or a structure fixed relative to the frame, for example, the hydraulic cylinder 10 can be connected to a tie rod sleeve or the hydraulic cylinder 10 can be directly used as a tie rod sleeve; when the piston 11 is limited to the preset area 103, the tie rod 1 is also limited to a preset position relative to the frame, so that the steering angle of the wheel 2 connected to the steering system is also limited to a preset threshold range. Of course, in other embodiments, the piston rod 12 may be connected to the track rod sleeve or frame, while the hydraulic cylinder 10 is connected to the track rod 1, so that the same function may be achieved.
It should be appreciated that during running of the vehicle, when the steering angle exists in the wheel 2, if no external power is involved, the wheel 2 will gradually return to the normal position due to the installation angle and the effect of road resistance, the self-resetting mechanism is provided based on the principle, when the steering system of the vehicle fails, the wheel 2 can automatically reset, and due to the existence of the valve assembly, even if the road surface has the conditions of concave-convex, bumpy and the like, the steering angle of the wheel 2 will not be increased, the steering angle of the wheel 2 is ensured to be finally returned to be within the preset threshold range, and the safety of the steering system is improved.
In a specific embodiment, the preset threshold range may be, for example, from-1 ° to 1 °. The auto-centering and locking feature is particularly well suited for applications such as rear-wheel steer-by-wire.
Referring to fig. 3 and 4, in an alternative embodiment of the present invention, the valve assembly includes a first check valve 21 and a second check valve 22; the first end of the first check valve 21 is always communicated with the first hydraulic chamber 101 through a pipeline, the second end of the first check valve 21 is communicated with the preset area 103 through a pipeline, and the second end of the first check valve 21 can be blocked when the piston 11 is positioned in the preset area 103, and the first check valve 21 is configured to enable fluid to flow from the second end to the first end and prevent fluid from flowing from the first end to the second end; the first end of the second check valve 22 is always communicated with the second hydraulic chamber 102 through a pipe, the second end of the second check valve 22 is communicated with the preset area 103, and the second end of the second check valve 22 can be blocked when the piston 11 is positioned in the preset area 103, and the second check valve 22 is configured to enable fluid to flow from the second end to the first end and prevent fluid from flowing from the first end to the second end.
The working principle of the present invention will be described below with reference to fig. 3 and 4:
referring to fig. 3, when the piston 11 is located at the left side of the preset area 103, hydraulic oil can only flow from the second hydraulic chamber 102 to the first hydraulic chamber 101 due to the presence of the first check valve 21, so that the piston 11 can only move rightward, and when the piston 11 falls into the preset area 103, the piston 11 seals the first check valve 21, as shown in fig. 2, and at this time, the piston 11 cannot move rightward any more; referring to fig. 4, when the piston 11 is located on the right side of the preset area 103, hydraulic oil can only flow from the first hydraulic chamber 101 to the second hydraulic chamber 102 due to the presence of the second check valve 22, so that the piston 11 can only move leftwards, and when the piston 11 falls into the preset area 103, the piston 11 seals the second check valve 22, as shown in fig. 2, and at this time, the piston 11 cannot move leftwards any more; so that, no matter where the piston 11 is initially located, it eventually falls within the predetermined area 103.
Referring to fig. 2, 3 and 4, in an alternative embodiment of the present invention, since the piston 11 needs to have a certain thickness, the second end of the first check valve 21 is connected to the side of the preset area 103 near the second end of the hydraulic cylinder 10; the second end of the second check valve 22 is connected to a side of the preset area 103 near the first end of the hydraulic cylinder 10; the first end of the hydraulic cylinder 10 is an end corresponding to the first hydraulic chamber 101, and the second end of the hydraulic cylinder 10 is an end corresponding to the second hydraulic chamber 102. That is, the width of the preset area 103 is equal to the distance between the two hydraulic lines in the middle of the drawing, so that the piston 11 can be ensured to completely enter the preset area 103 from the left side or from the right side, the piston is prevented from being locked in the middle, and the wheels 2 can be ensured to return to the same locking angle in the left-turning state or the right-turning state.
Referring to fig. 2, 3 and 4, in an alternative embodiment of the present invention, the length of the preset area 103 in the axial direction of the hydraulic cylinder 10 is equal to the length of the piston 11, and the second end of the first check valve 21 and the second end of the second check valve 22 can be simultaneously plugged when the piston 11 is located in the preset area 103, that is, the width of the preset area 103 is equal to the thickness of the piston 11. This is an ideal situation where the wheel 2 can be fully locked in the 0 deg. position, but this embodiment requires a high precision in the machining and installation of the device.
Referring to fig. 5, in an alternative embodiment of the present invention, the length of the preset area 103 in the axial direction of the hydraulic cylinder 10 is greater than the length of the piston 11, so that the second end of the first check valve 21 can be blocked when the piston 11 is located at the second end of the preset area 103, and the second end of the second check valve 22 can be blocked when the piston 11 is located at the first end of the preset area 103; the first end of the preset area 103 is an end close to the first end of the hydraulic cylinder 10, and the second end of the preset area 103 is an end close to the second end of the hydraulic cylinder 10. In this embodiment, a certain movement space still exists in the preset area 103 of the piston 11, but in this embodiment, although the wheel 2 can only be limited to a certain angle range, compared with the previous embodiment, the requirement on the machining and installation accuracy of the device is lower.
Referring to fig. 2-5, in an alternative embodiment of the present invention, the valve assembly further includes a stop valve 23, a first end of the stop valve 23 is always in communication with the first hydraulic chamber 101, a second end of the stop valve 23 is always in communication with the second hydraulic chamber 102, and the stop valve 23 is configured to be capable of bi-directionally switching on or off the first hydraulic chamber 101 and the second hydraulic chamber 102. The stop valve 23 is mainly used for preventing the tie rod 1 from being locked under the condition that the steering system normally operates, the stop valve 23 provides a passage between the first hydraulic cavity 101 and the second hydraulic cavity 102, and when the steering system normally operates, the first hydraulic cavity 101 and the second hydraulic cavity 102 can be conducted in a bidirectional mode through the stop valve 23, so that the motion of the tie rod 1 is prevented from being blocked.
Referring to fig. 2-5, in an alternative embodiment of the present invention, the stop valve 23 is connected between the first end of the first check valve 21 and the first end of the second check valve 22. Therefore, the stroke of the oil pipe can be shortened, and the structure is more compact.
In an alternative embodiment of the present invention, the stop valve 23 is a normally closed electromagnetic valve, the stop valve 23 is electrically connected to a steering controller, the stop valve 23 is opened when the steering controller is powered on, and the stop valve 23 is closed when the steering controller is powered off. In this embodiment, because the solenoid valve is controlled by the steering system, there is the problem of co-failure of electronic valve and steering system, sets the solenoid valve to normally closed, and when the steering system became invalid, the solenoid valve can be cut off the power supply and closed, ensures to normally play from canceling release mechanical system.
In an alternative embodiment of the present invention, the stop valve 23 is a normally open electromagnetic valve, the stop valve 23 is electrically connected to an independent controller, the stop valve 23 can be controlled to be opened or closed when the controller is powered on, and the stop valve 23 is opened when the controller is powered off. In this embodiment, the solenoid valve is controlled by an independent controller, and is therefore preferably provided as a normally open valve, so that it is ensured that the steering system will function properly in the event of failure of this independent controller.
Based on the self-resetting mechanism, the invention also provides a vehicle comprising the self-resetting mechanism of the steering system.
In summary, the self-resetting mechanism of the invention can automatically correct the wheels when the steering system of the vehicle fails, and due to the existence of the valve assembly, even if the road surface has the conditions of concave-convex, bumpy and the like, the wheels can not increase the steering angle, so that the steering angle of the wheels can finally return to the preset threshold range and be kept in the preset threshold range, and the safety of the steering system is improved; the stop valve provides a passage between the first hydraulic cavity and the second hydraulic cavity, and when the steering system is in normal operation, the first hydraulic cavity and the second hydraulic cavity can be conducted in a bidirectional manner through the stop valve, so that the obstruction to the movement of the tie rod is avoided; when the electromagnetic valve is controlled by the steering system, the electromagnetic valve is set to be normally closed, and when the steering system fails, the electromagnetic valve can be powered off and closed, so that the self-resetting mechanism is ensured to work normally; when the electromagnetic valve is controlled by the independent controller, the electromagnetic valve is set to be normally open, so that the steering system can be ensured to normally operate when the independent controller fails.
The above embodiments are merely illustrative of the principles of the present invention and its effectiveness, and are not intended to limit the invention. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the invention. Accordingly, it is intended that all equivalent modifications and variations of the invention be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.
In the description herein, numerous specific details are provided, such as examples of components and/or methods, to provide a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that an embodiment of the invention can be practiced without one or more of the specific details, or with other apparatus, systems, components, methods, components, materials, parts, and so forth. In other instances, well-known structures, materials, or operations are not specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.
Reference throughout this specification to "one embodiment," "an embodiment," or "a particular embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment, and not necessarily all embodiments, of the present invention. Thus, the appearances of the phrases "in one embodiment," "in an embodiment," or "in a specific embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any specific embodiment of the present invention may be combined in any suitable manner with one or more other embodiments. It will be appreciated that other variations and modifications of the embodiments of the invention described and illustrated herein are possible in light of the teachings herein and are to be considered as part of the spirit and scope of the invention.
It will also be appreciated that one or more of the elements shown in the figures may also be implemented in a more separated or integrated manner, or even removed because of inoperability in certain circumstances or provided because it may be useful depending on the particular application.
In addition, any labeled arrows in the drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically indicated. Furthermore, the term "or" as used herein is generally intended to mean "and/or" unless specified otherwise. Combinations of parts or steps will also be considered as being noted where terminology is foreseen as rendering the ability to separate or combine is unclear.
As used in the description herein and throughout the claims that follow, unless otherwise indicated, "a", "an", and "the" include plural references. Also, as used in the description herein and throughout the claims that follow, unless otherwise indicated, the meaning of "in …" includes "in …" and "on …".
The above description of illustrated embodiments of the invention, including what is described in the abstract, is not intended to be exhaustive or to limit the invention to the precise forms disclosed herein. Although specific embodiments of, and examples for, the invention are described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the present invention, as those skilled in the relevant art will recognize and appreciate. As noted, these modifications can be made to the present invention in light of the foregoing description of illustrated embodiments of the present invention and are to be included within the spirit and scope of the present invention.
The systems and methods have been described herein in general terms as being helpful in understanding the details of the present invention. Furthermore, various specific details have been set forth in order to provide a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that an embodiment of the invention can be practiced without one or more of the specific details, or with other apparatus, systems, assemblies, methods, components, materials, parts, and/or the like. In other instances, well-known structures, materials, and/or operations are not specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.
Thus, although the invention has been described herein with reference to particular embodiments thereof, a latitude of modification, various changes and substitutions are intended in the foregoing disclosures, and it will be appreciated that in some instances some features of the invention will be employed without a corresponding use of other features without departing from the scope and spirit of the invention as set forth. Therefore, many modifications may be made to adapt a particular situation or material to the essential scope and spirit of the present invention. It is intended that the invention not be limited to the particular terms used in following claims and/or to the particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Accordingly, the scope of the invention should be determined only by the following claims.
Claims (10)
1. A self-resetting mechanism of a steering system, comprising:
a hydraulic cylinder;
the piston is movably arranged in the hydraulic cylinder and divides a hydraulic cavity of the hydraulic cylinder into a first hydraulic cavity and a second hydraulic cavity;
the piston rod is fixedly connected with the piston, and two ends of the piston rod respectively penetrate through the outer sides of two ends of the hydraulic cylinder;
the valve assembly is connected with the first hydraulic cavity and the second hydraulic cavity through pipelines respectively; the valve assembly is configured to be switchable between:
the first station is used for conducting the first hydraulic cavity and the second hydraulic cavity in a bidirectional mode through the valve assembly; and
a second station, wherein the valve assembly is configured to limit the piston to move only in a direction approaching the preset area when the piston is not located in the preset area of the hydraulic cylinder;
one of the hydraulic cylinder and the piston rod is connected with a tie rod of a steering system, and the other is connected with a frame or a structure relatively fixed with the frame; and when the piston is positioned in the preset area, the steering angle of the wheels connected with the steering system is smaller than a preset threshold value.
2. The steering system self-resetting mechanism of claim 1, wherein the valve assembly comprises a first check valve and a second check valve; the first end of the first one-way valve is always communicated with the first hydraulic cavity through a pipeline, the second end of the first one-way valve is communicated with the preset area through a pipeline, the second end of the first one-way valve can be plugged when the piston is positioned in the preset area, and the first one-way valve is configured to enable fluid to flow from the second end to the first end and prevent fluid from flowing from the first end to the second end; the first end of the second one-way valve is always communicated with the second hydraulic cavity through a pipeline, the second end of the second one-way valve is communicated with the preset area, the second end of the second one-way valve can be plugged when the piston is located in the preset area, and the second one-way valve is configured to enable fluid to flow from the second end to the first end and prevent fluid from flowing from the first end to the second end.
3. A self-resetting mechanism of a steering system as claimed in claim 2, wherein the second end of the first one-way valve is connected to a side of the preset area close to the second end of the hydraulic cylinder; the second end of the second one-way valve is connected to one side of the preset area, which is close to the first end of the hydraulic cylinder; the first end of the hydraulic cylinder is the end corresponding to the first hydraulic cavity, and the second end of the hydraulic cylinder is the end corresponding to the second hydraulic cavity.
4. A self-resetting mechanism of a steering system as claimed in claim 3, wherein the length of the preset area in the axial direction of the hydraulic cylinder is equal to the length of the piston, and the piston is capable of simultaneously blocking the second end of the first check valve and the second end of the second check valve when the piston is located in the preset area.
5. A self-resetting mechanism of a steering system as claimed in claim 3, wherein the length of the preset area in the axial direction of the hydraulic cylinder is greater than the length of the piston, the second end of the first one-way valve being capable of being blocked when the piston is located at the second end of the preset area, and the second end of the second one-way valve being capable of being blocked when the piston is located at the first end of the preset area; the first end of the preset area is the end close to the first end of the hydraulic cylinder, and the second end of the preset area is the end close to the second end of the hydraulic cylinder.
6. The steering system self-resetting mechanism of claim 2, wherein the valve assembly further comprises a shut-off valve, a first end of the shut-off valve being in communication with the first hydraulic chamber and a second end of the shut-off valve being in communication with the second hydraulic chamber, the shut-off valve being configured to be able to bi-directionally switch the first and second hydraulic chambers on and off.
7. The steering system self-resetting mechanism of claim 6, wherein the shut-off valve is connected between the first end of the first one-way valve and the first end of the second one-way valve.
8. The self-resetting mechanism of a steering system as recited in claim 6, wherein the shut-off valve is a normally closed solenoid valve, the shut-off valve is electrically connected to a steering controller, the shut-off valve being open when the steering controller is energized and the shut-off valve being closed when the steering controller is de-energized.
9. The self-resetting mechanism of a steering system as recited in claim 6, wherein the shut-off valve is a normally open solenoid valve, the shut-off valve being electrically connected to an independent controller, the shut-off valve being controllable to open or close when the controller is energized and to open when the controller is de-energized.
10. A vehicle comprising a self-resetting mechanism of the steering system according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311834169.2A CN117698836A (en) | 2023-12-27 | 2023-12-27 | Steering system's self-resetting mechanism and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311834169.2A CN117698836A (en) | 2023-12-27 | 2023-12-27 | Steering system's self-resetting mechanism and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117698836A true CN117698836A (en) | 2024-03-15 |
Family
ID=90153278
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311834169.2A Pending CN117698836A (en) | 2023-12-27 | 2023-12-27 | Steering system's self-resetting mechanism and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117698836A (en) |
-
2023
- 2023-12-27 CN CN202311834169.2A patent/CN117698836A/en active Pending
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