CN109955897B - Hydraulic control system for intelligent mobile vehicle - Google Patents
Hydraulic control system for intelligent mobile vehicle Download PDFInfo
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- CN109955897B CN109955897B CN201910178874.9A CN201910178874A CN109955897B CN 109955897 B CN109955897 B CN 109955897B CN 201910178874 A CN201910178874 A CN 201910178874A CN 109955897 B CN109955897 B CN 109955897B
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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
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Abstract
The invention discloses a hydraulic control system for an intelligent mobile vehicle, which comprises: a steering shaft having a first end to which a steering wheel is attached; a rocker, a first end of which is in transmission connection with the steering shaft; the driving rod is movably connected to the second end of the rocker; a steering valve having a spool driven by the steering shaft; the steering valve is provided with an oil inlet, an oil return port and two working ports; two chambers of the power-assisted oil cylinder are respectively communicated with the two working ports, and a telescopic rod of the power-assisted oil cylinder is movably connected to the rocker to provide power assistance for the swinging of the rocker; the oil supply system supplies hydraulic oil to the power-assisted oil cylinder through the oil inlet and recovers the hydraulic oil flowing out of the power-assisted oil cylinder through the oil return port; and the boosting force reduction mechanism is used for offsetting a part of the boosting force provided by the boosting oil cylinder in real time when the steering wheel rotates, so that the damping provided by the steering wheel for a driver is increased along with the increase of the rotation angle of the steering wheel.
Description
Technical Field
The invention relates to the technical field of steering of moving vehicles, in particular to a control system for providing hydraulic assistance.
Background
It is known that, at present, most mobile vehicles, in particular passenger vehicles such as cars, use a hydraulic power-assisted system for steering, the hydraulic system generally comprising: the end part is provided with a steering shaft of a steering wheel, a steering valve, a rocker, a driving rod, a power-assisted oil cylinder and an oil supply system. The steering shaft drives a valve core of the steering valve to rotate by means of the torque force of the steering wheel, so that hydraulic oil in the oil supply system selectively enters two chambers of the power-assisted oil cylinder based on the rotation direction of the steering wheel to drive the piston and the piston rod to move, the piston rod drives the rocker to swing by means of being connected with the rocker (meanwhile, the rocker and the steering shaft are in transmission connection so that the swing angle of the rocker corresponds to the rotation angle of the steering wheel), and the driving rod drives the hub to swing by means of being connected with the rocker. Wherein, the power cylinder drives the rocker, so that the force for driving the rocker to swing through the steering wheel is reduced. This is so-called power cylinders which provide power to the rotation of the steering wheel by driving the rocker.
The above-mentioned helping hand mode in the prior art has following defect:
the power-assisted oil cylinder drives the power-assisted lever to be invariable all the time in the rotating process of the steering wheel, so that the force applied by a driver is invariable all the time in the rotating process of the steering wheel. That is, when the driver operates the steering wheel, the damping that the driver receives when turning the steering wheel is always constant (or the damping that the steering wheel provides is constant).
Although, in some smart cars (high-end configured cars) a mode is configured in which the rotational damping of the steering wheel is increased (which is often so configured in the sport mode of the car), in this mode, the damping provided by the steering wheel during each turn is still unchanged.
Disclosure of Invention
In view of the above technical problems in the prior art, embodiments of the present invention provide a hydraulic control system for an intelligent mobile vehicle.
In order to solve the technical problem, the embodiment of the invention adopts the following technical scheme:
a hydraulic control system for a smart mobile vehicle, comprising:
a steering shaft having a first end to which a steering wheel is attached;
a rocker, a first end of which is in transmission connection with the steering shaft;
the driving rod is movably connected to the second end of the rocker;
a steering valve having a spool driven by the steering shaft; the steering valve is provided with an oil inlet, an oil return port and two working ports;
two chambers of the power-assisted oil cylinder are respectively communicated with the two working ports, and a telescopic rod of the power-assisted oil cylinder is movably connected to the rocker to provide power assistance for the swinging of the rocker;
the oil supply system supplies hydraulic oil to the power-assisted oil cylinder through the oil inlet and recovers the hydraulic oil flowing out of the power-assisted oil cylinder through the oil return port;
and the boosting force reduction mechanism is used for offsetting a part of the boosting force provided by the boosting oil cylinder in real time when the steering wheel rotates, so that the damping provided by the steering wheel for a driver is increased along with the increase of the rotation angle of the steering wheel.
Preferably, the power reduction mechanism is configured to: for applying damping directly to the steering shaft, and the damping applied increases with increasing angle of rotation of the steering wheel.
Preferably, the power-assisted reduction mechanism comprises two friction tiles which are oppositely arranged and wrap the steering shaft, and an actuator which provides pre-tightening force to the two friction tiles; wherein:
the actuator is configured to: the force applied by the actuator to the friction tiles increases with increasing angle of rotation of the steering wheel.
Preferably, the power reduction mechanism is configured to: the hydraulic oil pressure for supplying the power cylinder is reduced with the increase of the rotation angle of the steering wheel.
Preferably, the power-assisted reduction mechanism comprises springs respectively arranged in two chambers of the power-assisted cylinder, and the two springs are in a compressed state.
Preferably, the power reduction mechanism comprises:
the valve body is provided with a valve cavity, an inlet and an outlet which penetrate through the valve cavity;
a spool group including first and second spools disposed in the valve chamber and a link connected between the two spools to allow the first and second spools to slide synchronously in the valve chamber, the second spool changing a cross section of the outlet port through which hydraulic oil is allowed to pass by moving along the valve chamber;
a servo mechanism; wherein:
the valve body is also provided with a pressure passage which is communicated with the outlet and the valve cavity close to one side of the second valve core;
the servo mechanism applies thrust to the first valve core in real time according to the rotation angle of the steering wheel, so that when the rotation angle of the steering wheel is increased, the thrust applied to the first valve core by the servo mechanism is increased, and when the rotation angle of the steering wheel is reduced, the thrust applied to the first valve core by the servo mechanism is reduced.
Preferably, the servo mechanism includes:
the push ring is slidably arranged in the valve cavity in a rotation limiting manner and is opposite to the first valve core;
the seat body is fixed at one end of the valve body close to the first valve core;
the transmission shaft penetrates through the seat body, extends into the valve cavity and penetrates through the push ring to form threaded connection with the push ring, and the transmission shaft is arranged on the seat body through a bearing;
a gear set for transmitting the steering shaft and the transmission shaft at a transmission ratio;
and the like poles of the magnet pairs are oppositely arranged on the first valve core and the push ring respectively.
Preferably, the drive shaft is provided in two sections; an electromagnetic clutch is arranged between the two sections of the transmission shafts; the two sections of transmission shafts can carry out synchronous transmission or remove synchronous transmission by means of the electromagnetic clutch.
Preferably, the servo mechanism includes:
the end cover is buckled at one end of the valve body close to the first valve core;
the magnet pair is oppositely arranged on the first valve core and the end cover, and at least the magnet arranged on the end cover is an electromagnet, so that when the electromagnet is electrified, the same poles of the magnet pair are opposite;
an angle sensor for detecting a rotation angle of the steering wheel;
a controller for controlling the magnitude of the current supplied to the electromagnet according to the rotation angle of the steering wheel detected by the angle sensor.
Preferably, the second end of the steering shaft extends to form an end screw, the first end of the rocker is movably connected with a nut sleeve, and the nut sleeve is sleeved on the screw to form spiral transmission.
Compared with the prior art, the hydraulic control system for the intelligent mobile vehicle disclosed by the invention has the beneficial effects that: through setting up helping hand and subduing the mechanism for when the driver rotates the steering wheel, along with the applied turning force of the increase of turned angle also increase, the damping characteristic that the steering wheel provided can effectively simulate the changing condition of the resistance that the road surface produced to tire rotation, makes the driver can obtain more real road conditions information when rotating the steering wheel.
Drawings
Fig. 1 is a schematic diagram of a hydraulic control system for a smart mobile vehicle according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of a hydraulic control system for a smart mobile vehicle according to another embodiment of the present invention.
Fig. 3 is a schematic diagram of a hydraulic control system for a smart mobile vehicle according to yet another embodiment of the present invention.
Fig. 4 is a schematic view of the power reduction mechanism of the embodiment shown in fig. 3.
Fig. 5 is a cross-sectional view of fig. 4.
Fig. 6 is a schematic diagram of a hydraulic control system for a smart mobile vehicle according to yet another embodiment of the present invention.
Fig. 7 is a schematic view of the power reduction mechanism of the embodiment shown in fig. 6.
In the figure:
10-a steering shaft; 11-a lead screw; 20-a diverter valve; 30-a rocker; 31-a nut sleeve; 40-a drive rod; 50-an oil-assisted cylinder; 61-oil tank; 62-a pump; 63-an accumulator; 64-relief valves; 65-oil inlet pipeline; 66-return line; 67 — first working line; 68-a second working line; 70-a damping application mechanism; 81-spring; 91-a valve body; 911-valve cavity; 912-an inlet; 913-an outlet; 914-pressure channel; 915-seat body; 916-a bearing; 917-end cap; 918-an electromagnet; 919-magnet; 921 — a first valve spool; 922 — a second spool; 923-a connecting rod; 93-a push ring; 931-a slider; 94-a drive shaft; 95-gear set; 951-a gear; 961-a permanent magnet; 97-an electromagnetic clutch; 981-angle sensor; 982-a controller; 982-power supply.
Detailed Description
In order to make the technical solutions of the present invention better understood, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1 to 7, the present invention discloses a hydraulic control system for an intelligent mobile vehicle, the system including: a steering shaft 10, a rocker 30, a driving rod 40, a steering valve 20, a power cylinder 50, and an oil supply system. The steering wheel is mounted on a first end of the steering shaft 10, and the steering shaft 10 is rotated in synchronization with the steering wheel when the steering wheel is rotated. The middle of the rocker 30 is connected to the frame of the moving vehicle, the first end of the rocker 30 is connected to the steering shaft 10 in a transmission manner, for example, the second end of the steering shaft 10 is extended by a section to form a lead screw 11, a nut sleeve 31 is movably connected to the first end of the rocker 30, the nut sleeve 31 is sleeved on the lead screw 11, so that: when the steering wheel drives the rotating shaft to rotate, the nut sleeve 31 moves along the axial direction of the screw rod 11 by forming spiral transmission with the screw rod 11, so as to drive the rocker 30 to swing, the driving rod 40 is movably connected to the second end of the rocker 30, the far end of the driving rod 40 is connected to a bogie of a moving vehicle, and thus, the rocker 30 swings to drive the driving rod 40 to change the posture, so that the bogie drives the hub to steer. It is easy to understand that the lead screw 11 has a proper rotation angle so that the angle of the steering wheel and the steering angle of the hub meet the design requirement. It will be readily appreciated that without providing assistance to one or more of the steering wheel, the steering shaft 10, the rocker 30, and the drive rod 40, the rotational damping provided by the steering wheel to the driver may be so great that it is very difficult for the driver to turn the steering wheel. The power cylinder 50 is used for providing power for the swinging of the rocker 30 while the rocker 30 swings, and according to the transmission theory, the damping provided by the steering wheel for the driver is inevitably greatly reduced, so that the driver can easily rotate the steering wheel. The oil supply system is used to supply hydraulic oil and pressure to the power cylinder 50, and the steering valve 20 is used to align the force application direction of the power cylinder 50 with the rotation direction of the steering wheel. Specifically, the oil supply system includes: an oil tank 61, a pump 62, an overflow valve 64, and an accumulator 63; the steering valve 20 is the same as the steering valve 20 of the prior art, and has an oil inlet P, an oil return port T, a working port a, and a working port B. The oil inlet P is communicated with the oil tank 61 through an oil inlet pipeline 65, and the oil return port is communicated with the oil tank 61 through an oil return pipeline 66; the working port A is communicated with a left chamber of the power cylinder 50 through a first working pipeline 67, and the working port B is communicated with a right chamber of the power cylinder 50 through a second working pipeline 68; a pump 62, a relief valve 64 and an accumulator 63 are provided on the oil inlet line 65, the pump 62 is used for pumping the hydraulic oil in the oil tank 61 into the accumulator 63, the accumulator 63 is used for making the hydraulic oil flow into the steering valve 20 through an oil inlet at a certain pressure, and the hydraulic oil flowing through the steering valve 20 selectively flows into the chamber of the power cylinder 50 through the working port a or the working port B. As is well known, rotation of the steering shaft 10 causes rotation of the valve element, which in turn causes hydraulic fluid to flow into one of the chambers, while hydraulic fluid in the other chamber passes through the steering valve 20 and returns to the tank 61 via the return port, the return line 66.
The specific working process is as follows: when the steering wheel is in the neutral position, the steering valve 20 allows the two chambers of the power cylinder 50 to communicate via the steering valve 20; when the steering wheel rotates clockwise, the steering valve 20 allows the hydraulic oil provided by the accumulator 63 to flow from the working port a to the left chamber of the power cylinder 50, and the telescopic rod drives the rocker 30 and the driving rod 40 to steer the hub left; when the steering wheel is turned counterclockwise, the steering valve 20 allows the hydraulic oil supplied from the accumulator 63 to flow from the working port B to the right chamber of the power cylinder 50, and the telescopic rod drives the rocker 30 and the driving rod 40 to move in opposite directions, so as to steer the wheel hub to the right or to the left.
In the present invention, the power reduction mechanism is used to offset in real time a portion of the power provided by the power cylinder 50 as the steering wheel is turned so that the damping provided by the steering wheel to the driver increases as the angle of rotation of the steering wheel increases. That is to say: when the driver turns the steering wheel in a certain direction, for example, with the left wheel of the steering wheel, the power reduction mechanism is used to increase the damping provided by the steering wheel, which results in a greater turning force being required to be applied by the driver when turning the steering wheel.
The invention has the advantages that:
through setting up helping hand and subduing the mechanism for when the driver rotates the steering wheel, along with the applied turning force of the increase of turned angle also increase, the damping characteristic that the steering wheel provided can effectively simulate the changing condition of the resistance that the road surface produced to tire rotation, makes the driver can obtain more real road conditions information when rotating the steering wheel.
There are two ways to reduce power assistance:
1. damping is applied directly to one or more of the drive chains (e.g., steering shaft 10, rocker 30, drive rod 40) in a direction opposite to the direction of the assistance force applied by the assist cylinder 50 to counteract some of the assistance force.
2. Part of the assisting force is offset by reducing the pressure of the hydraulic oil.
Based on the first approach, the present invention provides two embodiments.
Example 1
In the present embodiment, as shown in fig. 1, the power reduction mechanism is configured to: for applying damping directly to the steering shaft 10, and the applied damping increases with an increase in the turning angle of the steering wheel. Specifically, the power reduction mechanism (which mechanism may be referred to herein as the damping application mechanism 70) includes two friction tiles and an actuator. The two friction pads are engaged to cover the steering shaft 10, and the actuator applies a pre-load to the two friction pads, wherein the pre-load provides a certain rotational damping to the steering shaft 10, and the rotational damping indirectly counteracts a part of the power provided by the power cylinder 50 (as a component in the power transmission chain) to the rocker 30, and the applied force of the actuator increases with the increase of the rotation angle of the steering wheel, so that the damping provided by the steering wheel increases with the increase of the rotation angle. The actuator can be an electromagnetic actuator, and the current passing through the electromagnetic coil is related to the rotation angle of the steering wheel, so that the force application magnitude of the actuator is related to the rotation angle of the steering wheel, and the above effects are achieved.
Example 2
In the present embodiment, as shown in fig. 2, the power reduction mechanism is configured to: for providing a force in the opposite direction to the movement of the piston of the power cylinder 50, i.e. a counter force smaller than the force applied to the telescopic rod. Specifically, the assist power reducing mechanism includes springs 81 respectively provided in two chambers of the assist cylinder 50, the two springs 81 being in a compressed state. As the rotation angle of the steering wheel increases, the amount of expansion and contraction of the telescopic rod increases, and the spring 81 increases the reaction force for offsetting a part of the assist force provided to the steering wheel by the telescopic rod due to the increase of the amount of compression, so that the assist force is continuously decreased as the rotation angle of the steering wheel increases, thereby achieving the above-mentioned effects.
Based on the second approach, the present invention provides two embodiments.
Example 3
In this embodiment, the power reduction mechanism is configured to: for reducing the pressure of the hydraulic oil supplied to the booster cylinder 50 as the rotation angle of the steering wheel increases. As shown in fig. 3 to 5, specifically, the assist power reducing mechanism includes: valve body 91, valve core group and servo mechanism. The valve body 91 is provided with a valve cavity 911 and an inlet 912 and an outlet 913 which penetrate through the valve cavity 911; the spool group includes a first spool 921 and a second spool 922 provided in the valve chamber 911, and a connecting rod 923 connected between the two spools to cause the first spool 921 and the second spool 922 to slide synchronously in the valve chamber 911, the second spool 922 changing the cross section of the outlet port 913 through which hydraulic oil is allowed to pass by moving along the valve chamber 911; a servo mechanism; wherein: the valve body 91 is further provided with a pressure passage 914 communicating the outlet 913 with the valve cavity 911 on the side close to the second valve core 922; the servo mechanism applies a thrust to the first valve spool 921 in real time according to the rotation angle of the steering wheel, such that when the rotation angle of the steering wheel increases, the thrust applied to the first valve spool 921 by the servo mechanism increases, and when the rotation angle of the steering wheel decreases, the thrust applied to the first valve spool 921 by the servo mechanism decreases, wherein the inlet port 912 and the outlet port 913 are connected to the oil inlet line 65. Specifically, the servo mechanism includes: push ring 93, seat 915, drive shaft 94, gear 951 group 95, magnet pair. The push ring 93 is slidably and rotationally limited and is disposed in the valve cavity 911 and opposite to the first valve core 921 (the push ring 93 is provided with a slider 931 to match with a section of guide groove on the valve cavity 911); the seat body 915 is fixed at one end of the valve body 91 close to the first valve core 921; the transmission shaft 94 penetrates through the seat body 915, extends into the valve cavity 911, penetrates through the push ring 93 and forms threaded connection with the push ring 93, and the transmission shaft 94 is arranged on the seat body 915 by virtue of a bearing 916; the set of gears 951 95 is used to drive the steering shaft 10 and the drive shaft 94 at a certain transmission ratio (the structure of the set of gears 951 95 is shown by only two gears 951 in the drawing, and in practice, the number of gears 951 needs to be set according to the transmission ratio calculated according to the set number of turns of the steering wheel); the magnet pair includes two permanent magnets 961 disposed on the first valve core 921 and the push ring 93 respectively and having opposite homopolarity. The rotation of the steering wheel and the direction of movement of the push ring 93 are arranged: when the steering wheel rotates from the neutral position to any direction, the rotation of the transmission shaft 94 is in one direction, and the rotation direction enables the push ring 93 to move downwards by virtue of the spiral transmission with the transmission shaft 94, so that the magnetic repulsion force of the two permanent magnets 961 is increased, and when the steering wheel rotates from the maximum angle, namely, when the steering wheel rotates back, the transmission rotates reversely, so that the push ring 93 moves upwards, and the two permanent magnets 961 are far away to reduce the magnetic repulsion force. The above-mentioned arrangement of the steering wheel rotation direction and the rotational transmission direction can be realized by a reversing device such as a well-known electromagnetic reverser (which can be selectively provided on the steering shaft 10 or on the transmission shaft 94, not shown in the drawings).
The working characteristics of the power-assisted reduction mechanism are as follows: when the steering wheel is turned in a certain direction, for example, when the driver turns the wheel to the left, the hydraulic oil in the accumulator 63 (which provides a relatively constant pressure of the hydraulic oil) flows into the valve 91 through the inlet 912 and flows out from the outlet 913, and as the turning angle of the steering wheel increases, the push ring 93 moves downward continuously, so that the magnetic repulsion force of the two permanent magnets 961 increases, the pressure of the hydraulic oil entering the lower portion of the second valve core 922 through the pressure channel 914 on the second valve core 922 is smaller than the magnetic repulsion force (applied to the first valve core 921 as a pushing force), and the first valve core 921 and the second valve core 922 move downward synchronously, so that the downward movement of the second valve core 922 reduces the section of the outlet 913 through which the hydraulic oil is allowed to pass, and further, the hydraulic oil flowing out from the outlet 913 reduces as the turning direction of the steering wheel increases, and further, the pressure of the hydraulic oil in the left chamber for providing assistance decreases and reduces the assistance, to obtain the above-mentioned effects.
Example 4
Example 4 differs from the servo mechanism of example 3 in the following differences:
as shown in fig. 6 and 7, an end cap 917 is snapped near one end of the first valve spool 921, and the pair of magnets comprises an electromagnet 918 and a magnet 919, wherein the electromagnet 918 is disposed on the end cap 917, and the magnet 919 is disposed on the first valve spool 921 such that when the electromagnet 918 is energized, the magnet pair is opposite in like polarity.
An angle sensor 981 and a controller 982 are additionally arranged, and the angle sensor 981 is used for detecting the rotation angle of the steering wheel;
the controller 982 controls the amount of current supplied to the electromagnet 918 in accordance with the rotation angle of the steering wheel detected by the angle sensor 981. The specific control mode is as follows: as the angle of rotation of the steering wheel increases, the controller 982 causes the power source 982 to supply a greater current to the electromagnet 918, which causes the magnetic repulsion of the pair of magnets to increase, which causes the section of the outlet 913 through which hydraulic oil is allowed to pass to decrease, which in turn causes the hydraulic oil flowing out of the outlet 913 to decrease as the direction of rotation of the steering wheel increases, which in turn causes the pressure of the hydraulic oil in the left chamber for providing assist force to decrease, which causes the assist force to be reduced, to achieve the above-described effects.
It should be noted that: the power reduction mechanisms provided in embodiments 1 and 2 reduce the power by applying force to mechanical components (components in the drive train), and thus are less effective than the power reduction mechanisms provided in embodiments 3 and 4.
The assistance reducing mechanisms provided in embodiments 3 and 4 counteract the assistance force by changing the pressure of the hydraulic oil, and skillfully relate the rotation angle of the steering wheel to the pressure of the hydraulic oil driving the assistance cylinder 50, so that the way of counteracting the assistance force is more direct.
The prominent beneficial effects of example 3 compared to example 4 are: the rotation angle of the steering wheel is related to the pressure of the hydraulic oil in a mechanical transmission mode, so that the relation between the rotation angle of the steering wheel and the provided damping is stable.
The prominent beneficial effects of example 4 compared to example 3 are: when the electric control mode is adopted, the rotation angle of the steering wheel is related to the pressure of hydraulic oil, so that the steering wheel is more sensitive to the change of the provided damping along with the rotation angle of the steering wheel.
Preferably, the drive shaft 94 is provided in two sections; an electromagnetic clutch 97 is arranged between the two sections of the transmission shaft 94 (the electromagnetic clutch 97 is a known component for enabling two components to synchronously rotate or separate from each other, and the principle of the electromagnetic clutch 97 is not described in detail herein); so that the two-stage transmission shaft 94 can perform synchronous transmission or cancel synchronous transmission by the electromagnetic clutch 97. In this embodiment, when the assist power reducing mechanism is not required, the electromagnetic clutch 97 is turned off to separate the two rotary shafts and stop the transmission.
The above embodiments are only exemplary embodiments of the present invention, and are not intended to limit the present invention, and the scope of the present invention is defined by the claims. Various modifications and equivalents may be made by those skilled in the art within the spirit and scope of the present invention, and such modifications and equivalents should also be considered as falling within the scope of the present invention.
Claims (5)
1. A hydraulic control system for a smart mobile vehicle, comprising:
a steering shaft having a first end to which a steering wheel is attached;
a rocker, a first end of which is in transmission connection with the steering shaft;
the driving rod is movably connected to the second end of the rocker;
a steering valve having a spool driven by the steering shaft; the steering valve is provided with an oil inlet, an oil return port and two working ports;
two chambers of the power-assisted oil cylinder are respectively communicated with the two working ports, and a telescopic rod of the power-assisted oil cylinder is movably connected to the rocker to provide power assistance for the swinging of the rocker;
the oil supply system supplies hydraulic oil to the power-assisted oil cylinder through the oil inlet and recovers the hydraulic oil flowing out of the power-assisted oil cylinder through the oil return port;
a power reduction mechanism for offsetting a portion of the power provided by the power cylinder in real time when the steering wheel is rotated, so that the damping provided by the steering wheel to the driver is increased as the rotation angle of the steering wheel is increased;
the boost reduction mechanism is configured to: the hydraulic oil pressure control device is used for reducing the pressure of hydraulic oil supplied to the power-assisted oil cylinder along with the increase of the rotation angle of a steering wheel;
the power-assisted reduction mechanism comprises:
the valve body is provided with a valve cavity, an inlet and an outlet which penetrate through the valve cavity;
a spool group including first and second spools disposed in the valve chamber and a link rod connected between the two spools to allow the first and second spools to slide synchronously in the valve chamber, the second spool changing a cross section of the outlet port through which hydraulic oil is allowed to pass by moving along the valve chamber;
a servo mechanism; wherein:
the valve body is also provided with a pressure passage which is communicated with the outlet and the valve cavity close to one side of the second valve core;
the servo mechanism applies thrust to the first valve core in real time according to the rotation angle of the steering wheel, so that when the rotation angle of the steering wheel is increased, the thrust applied to the first valve core by the servo mechanism is increased, and when the rotation angle of the steering wheel is reduced, the thrust applied to the first valve core by the servo mechanism is reduced.
2. The hydraulic control system for a smart mobile vehicle of claim 1, wherein the servo comprises:
the push ring is slidably arranged in the valve cavity in a rotation limiting manner and is opposite to the first valve core;
the seat body is fixed at one end of the valve body close to the first valve core;
the transmission shaft penetrates through the seat body, extends into the valve cavity and penetrates through the push ring to form threaded connection with the push ring, and the transmission shaft is arranged on the seat body through a bearing;
a gear set for transmitting the steering shaft and the transmission shaft at a transmission ratio;
and the like poles of the magnet pairs are oppositely arranged on the first valve core and the push ring respectively.
3. The hydraulic control system for a smart mobile vehicle of claim 2, wherein the propeller shaft is provided in two sections; an electromagnetic clutch is arranged between the two sections of the transmission shafts; the two sections of transmission shafts can carry out synchronous transmission or remove synchronous transmission by means of the electromagnetic clutch.
4. The hydraulic control system for a smart mobile vehicle of claim 1, wherein the servo comprises:
the end cover is buckled at one end of the valve body close to the first valve core;
the magnet pair is oppositely arranged on the first valve core and the end cover, and at least the magnet arranged on the end cover is an electromagnet, so that when the electromagnet is electrified, the same poles of the magnet pair are opposite;
an angle sensor for detecting a rotation angle of the steering wheel;
a controller for controlling the magnitude of the current supplied to the electromagnet according to the rotation angle of the steering wheel detected by the angle sensor.
5. The hydraulic control system for a smart mobile vehicle of claim 1, wherein the second end of the steering shaft extends to form an end lead screw, the first end of the rocker is movably connected with a nut sleeve, and the nut sleeve is sleeved on the lead screw to form a screw drive.
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| CN201910178874.9A CN109955897B (en) | 2019-03-11 | 2019-03-11 | Hydraulic control system for intelligent mobile vehicle |
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| CN201910178874.9A CN109955897B (en) | 2019-03-11 | 2019-03-11 | Hydraulic control system for intelligent mobile vehicle |
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| CN109955897B true CN109955897B (en) | 2020-06-30 |
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| CN103373388B (en) * | 2012-04-19 | 2016-12-14 | 华南理工大学 | A kind of all hydraulic pressure steering-gear steering wheel angle position control device |
| CN104309684B (en) * | 2014-10-20 | 2016-05-25 | 浙江万达汽车方向机股份有限公司 | Circulating ball type magnetofluid electric control hydraulic power steering device and control method |
| CN206171558U (en) * | 2016-11-22 | 2017-05-17 | 中国重汽集团泰安五岳专用汽车有限公司 | A turn to device that is used for large -tonnage level to turn to axle |
| CN106882264B (en) * | 2017-03-30 | 2023-05-02 | 福建船政交通职业学院 | Electric control variable flow steering power assisting system |
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2019
- 2019-03-11 CN CN201910178874.9A patent/CN109955897B/en not_active Expired - Fee Related
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