CN209852414U - Automobile power-assisted steering system - Google Patents
Automobile power-assisted steering system Download PDFInfo
- Publication number
- CN209852414U CN209852414U CN201920585242.XU CN201920585242U CN209852414U CN 209852414 U CN209852414 U CN 209852414U CN 201920585242 U CN201920585242 U CN 201920585242U CN 209852414 U CN209852414 U CN 209852414U
- Authority
- CN
- China
- Prior art keywords
- rotor
- sensor
- linear actuator
- rack
- steering wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000006073 displacement reaction Methods 0.000 claims abstract description 21
- 230000033001 locomotion Effects 0.000 claims abstract description 12
- 230000005540 biological transmission Effects 0.000 claims description 10
- 230000004044 response Effects 0.000 abstract description 4
- 230000009467 reduction Effects 0.000 abstract description 2
- 238000006243 chemical reaction Methods 0.000 description 7
- 230000007246 mechanism Effects 0.000 description 4
- 230000002441 reversible effect Effects 0.000 description 4
- 230000005415 magnetization Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000011217 control strategy Methods 0.000 description 2
- 230000009347 mechanical transmission Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000004804 winding Methods 0.000 description 2
- 230000005355 Hall effect Effects 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000036632 reaction speed Effects 0.000 description 1
Landscapes
- Steering Control In Accordance With Driving Conditions (AREA)
- Power Steering Mechanism (AREA)
Abstract
The utility model discloses an automobile power-assisted steering system, which comprises an electromagnetic linear actuator, wherein the electromagnetic linear actuator comprises a stator and a rotor, and the rotor penetrates through a cavity inside the stator and makes reciprocating linear motion; two ends of the rotor are respectively connected with the left steering wheel and the right steering wheel through connecting pieces; one end of the rotor is provided with a rack, and one side of the rack is fixedly connected with the rotor through a rotating shaft; a torque sensor and a corner sensor are installed on the rotating shaft, a displacement sensor is installed on the rotor, and the rotor is connected with a current sensor in series; each sensor is connected with the input end of the controller through a signal line; the output end of the controller is connected with the electromagnetic linear actuator driving circuit, and the electromagnetic linear actuator driving circuit is connected with one end of the rotor. The utility model discloses reequiping on original mechanical steering system's basis has saved electromagnetic clutch, reduction gears and driving medium, makes its structure compacter, control more direct, the response is faster.
Description
Technical Field
The utility model relates to an automobile electric power assisted steering system technical field, concretely relates to automobile power assisted steering system.
Background
Currently, many automobile manufacturers widely adopt power-assisted steering systems in automobiles in order to obtain lighter and more comfortable steering performance when drivers steer the automobiles. The following are common: hydraulic assist type, pneumatic assist type and direct current rotating motor assist type. The hydraulic assist type and the pneumatic assist type have the disadvantages of large noise and slow response.
The power assisting of the rotating motor needs mechanical transmission mechanisms such as an electromagnetic clutch and gear reduction transmission to reduce speed and increase torque, the rotating motion of the motor is converted into linear motion of a pull rod, and the structure is complex and occupies large space; the method also has the defects of slow reaction speed and low working efficiency.
Disclosure of Invention
In view of the above technical problems, the present technical solution provides an automobile power steering system, which can effectively solve the above problems.
The utility model discloses a following technical scheme realizes:
an automobile power-assisted steering system comprises an electromagnetic linear actuator, wherein the electromagnetic linear actuator comprises a stator and a rotor, and the rotor penetrates through a cavity in the stator and makes reciprocating linear motion; two ends of the rotor are respectively connected with the left steering wheel and the right steering wheel through connecting pieces; one end of the rotor is provided with a rack, one side of the rack is in transmission connection with a rotating shaft, and the top of the rotating shaft is fixedly connected with a steering wheel; the rotor is provided with a displacement sensor and a current sensor; the torque sensor, the corner sensor, the displacement sensor and the current sensor are connected with the input end of the controller through signal lines; the output end of the controller is connected with the electromagnetic linear actuator driving circuit, and the electromagnetic linear actuator driving circuit is connected with one end of the rotor.
Furthermore, the rotor comprises a coil framework and a coil group, and the coil group is wound in a tooth slot of the coil framework; the stator comprises an inner yoke fixed in the coil framework and an outer yoke arranged at the outermost ring; an inner permanent magnet array is fixedly arranged on the outer wall surface of the inner yoke, an outer permanent magnet array is fixedly arranged on the inner wall surface of the outer yoke, and radial air gaps are reserved between the inner permanent magnet array and the coil framework, the outer permanent magnet array and the coil framework.
Furthermore, the magnetization directions of the inner permanent magnet and the outer permanent magnet are different; the winding directions of adjacent coil groups on the rotor are opposite, and the directions of ampere forces borne by the coil groups are the same.
Furthermore, the displacement sensor is arranged on the coil assembly, and the current sensor is connected with the coil assembly in series; the electromagnetic linear actuator driving circuit is connected with the coil group in series.
Further, the top of the rotating shaft is fixedly connected with the center of the steering wheel.
Furthermore, a steering wheel torque sensor is mounted at the lower end of the steering wheel, and the lower end of the steering wheel torque sensor is connected with the rotating shaft; and a steering wheel rotation angle sensor is arranged on the part of the rotating shaft close to the rack.
Furthermore, the rack is fixedly connected with one end of the rotor; the bottom of the rotating shaft is provided with a gear which is meshed with the rack.
Furthermore, the rack is a helical rack, the lower end of the rotating shaft is made into a helical gear shape, and helical teeth of the gear are meshed with helical teeth of the rack.
Furthermore, the connecting piece include with active cell fixed connection's horizontal pull rod, directive wheel fixedly connected with knuckle arm, horizontal pull rod articulated with knuckle arm.
Furthermore, the controller is connected with a vehicle speed sensor through a signal line.
Furthermore, the electromagnetic linear actuator is a permanent-magnet moving-coil electromagnetic linear actuator.
Furthermore, the electromagnetic linear actuator is a moving-coil permanent magnet linear direct current motor.
Advantageous effects
The utility model provides a pair of automobile power assisted steering system compares with prior art, and it has following beneficial effect:
(1) the steering system is modified on the basis of the original mechanical steering system, and an electromagnetic linear actuator power assisting device is used for replacing a direct-current rotating motor power assisting type. The electromagnetic linear actuator is adopted, and necessary steering wheels, rotating shafts, gear rack pairs, tie rods, knuckle arms and steering wheels thereof are reserved. An electromagnetic clutch, a speed reducing mechanism and a transmission part thereof are omitted, so that the structure is more compact, the control is more direct, and the response is faster.
(2) The electromagnetic linear actuator can directly convert the electric energy into the mechanical energy of linear motion without any transmission device of an intermediate conversion mechanism. The electromagnetic linear actuator can be used in the occasions of linear displacement, the control of the electromagnetic linear actuator is more direct, the dynamic response is faster, some mechanical transmission parts are omitted, the mechanical structure of the electromagnetic linear actuator is simpler, electromagnetic energy is directly converted into linear motion of the rotor, an energy conversion link is omitted, the energy utilization rate and the control precision are improved, and noise is reduced. Moreover, the direct-current electromagnetic linear actuator has the advantages of high operation efficiency and more convenient and flexible control.
(3) The direct current electromagnetic linear actuator, the current sensor and the linear displacement sensor form a closed-loop control system, so that displacement can be controlled more accurately; the speed and acceleration control range is wide, and the speed regulation smoothness is good, so that the speed and acceleration control device is very suitable for various turning conditions encountered during driving, and the maneuverability of an automobile is ensured.
(4) And a rotor of the electromagnetic linear actuator is directly connected with a rack at the lower end of the rotating shaft. The rack and the rotor form a whole, and the rack and the rotor are nested with the electromagnetic linear actuator, so that the occupied space is small.
(5) The rack is a helical rack, and the lower end of the rotating shaft is made into a helical gear shape; the arrangement of the helical teeth ensures that the overlap ratio of the gears is large, the load of each pair of gears is reduced, the bearing capacity of the gears is improved, and the service lives of the gears and the racks are prolonged; and the meshing of the helical gear is good, the transmission is stable, and the noise is small.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
Fig. 2 is a schematic view of the overall structure of the middle electromagnetic linear actuator of the present invention.
Fig. 3 is a schematic circuit diagram of the power conversion circuit according to the present invention.
Reference symbols in the drawings: the system comprises a 1-steering wheel, a 2-torque sensor, a 3-rotating shaft, a 4-rotation angle sensor, a 5-displacement sensor, a 6-rack, a 7-connecting piece, a 71-left tie rod, a 72-right tie rod, a 73-left knuckle arm, a 74-right knuckle arm, an 81-left steering wheel, an 82-right steering wheel, a 9-electromagnetic linear actuator, a 91-stator, a 911-inner yoke, a 912-outer yoke, a 913-inner permanent magnet array, a 914-outer permanent magnet array, a 92-mover, a 921-coil framework, a 922-coil group, a 10-current sensor, an 11-electromagnetic linear actuator driving circuit, a 12-controller, a 13-vehicle speed sensor and a 14-signal line.
Detailed Description
The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. The described embodiments are only some, but not all embodiments of the invention. Under the prerequisite that does not deviate from the design concept of the utility model, the ordinary person in the art should fall into the protection scope of the utility model to the various changes and improvements that the technical scheme of the utility model made.
Example 1:
as shown in fig. 1, an automobile power steering system includes an electromagnetic linear actuator 9, where the electromagnetic linear actuator 9 includes a stator 91 and a mover 92, and the mover 92 penetrates through a cavity inside the stator 91 and makes a reciprocating linear motion. The mover 92 comprises a coil frame 921 and a coil group 922, wherein the coil group 922 is wound in a tooth slot of the coil frame 921; the stator 91 includes an inner yoke 911 fixed within the bobbin 921 and an outer yoke 912 disposed at the outermost circumference; an inner permanent magnet array 913 is fixedly arranged on the outer wall surface of the inner yoke 911, an outer permanent magnet array 914 is fixedly arranged on the inner wall surface of the outer yoke 912, and a radial air gap is reserved between the inner permanent magnet array 913, the outer permanent magnet array 914 and the coil frame 921.
As shown in fig. 2, the electromagnetic linear actuator 9 is structurally characterized in that: the permanent magnet group alternately adopts a Halbach array formed by permanent magnets with different magnetization directions in the motion direction, the power density of the electromagnetic linear actuator can be obviously improved by more than 50% compared with the power density of a conventional linear motor, and the electromagnetic linear actuator has very good control precision by combining a closed loop system, and is very suitable for occasions requiring smaller volume and mass and needing larger thrust and precision. The direction of the arrow marked on the permanent magnet in fig. 2 is the magnetization direction of the permanent magnet. In the array, because the directions of the magnetic fields borne by the adjacent coil groups are opposite, the winding directions of the adjacent coil groups on the rotor are opposite, so that the directions of the ampere force borne by each coil group are the same.
A rack 6 is welded and fixed at one end of the mover 92, a rotating shaft 3 is connected to one side of the rack 6 in a transmission manner, and the top of the rotating shaft 3 is fixedly connected with the center of the steering wheel 1. In the embodiment, the rack 6 is a helical rack, and the bottom of the rotating shaft 3 is provided with a helical gear which is meshed with the rack 6; the helical teeth of the gear wheel are meshed with the helical teeth of the rack 6.
A steering wheel torque sensor 2 is arranged at the lower end of the steering wheel 1, and a signal wire 14 led out from the steering wheel torque sensor 2 is connected with the input end of a controller 12; the lower end of the steering wheel torque sensor 2 is connected with a rotating shaft 3, a steering wheel angle sensor 4 is arranged on the part, close to the rack 6, of the rotating shaft 3, and a signal wire 14 led out from the steering wheel angle sensor 4 is connected with the input end of a controller 12.
A linear displacement sensor 5 is arranged on a coil group 922 of the mover 92, and a signal wire 14 led out from the linear displacement sensor 5 is connected with the input end of the controller 12; the coil group 922 of the mover 92 is connected in series with a current sensor 10, and a signal line 14 led out of the current sensor 10 is connected with an input end of a controller 12; the vehicle speed sensor 13 is connected with the input end of the controller 12 through a signal line 14.
The output end of the controller 12 is connected to the electromagnetic linear actuator driving circuit 11, and the electromagnetic linear actuator driving circuit 11 is connected to the coil assembly 922 of the mover 92. The electromagnetic linear actuator driving circuit 11 includes a power conversion circuit, and the power conversion circuit adopts a current control voltage type H-bridge converter as shown in fig. 3.
As shown in FIG. 3, the H-type bipolar reversible mode PWM control is an H-bridge circuit composed of 4 high-power controllable switching tubes (V1-V4) and 4 freewheeling diodes (V1-V4). The 4 high-power controllable switching tubes are divided into 2 groups, one group is V1 and V4, and one group is V2 and V3. Two high-power controllable switch tubes in the same group are switched on and off simultaneously, and two groups are alternately switched on and off, namely a driving signal U1=U4，U2=U3=-U1The direction of the current of the actuator coil changes in sequence according to the directions 1, 2, 3 and 4 in the figure in one width-modulated wave period. Since the current reversal is allowed, the actuator current is always continuous when the H-type bipolar mode PWM control is operated.
The main function of the power conversion circuit is to convert the electric energy provided by the dc power supply into the coil current of the electromagnetic linear actuator 9 according to the control command, so as to generate the required electromagnetic driving force. The power conversion main circuit adopts a current control voltage type H-bridge converter. The 9 mover 92 of the electromagnetic linear actuator needs to reciprocate, so a reversible PWM control mode needs to be adopted. The bipolar mode in the H-bridge reversible PWM control mode has the advantages of continuous current and low-speed stability, and is more conducive to stable movement of the electromagnetic linear actuator 9, so the bipolar reversible PWM mode is selected.
Two ends of the mover 92 are respectively connected with the left steering wheel 81 and the right steering wheel 82 through the connecting piece 7; the connecting piece 7 comprises a left cross tie rod 91 and a right cross tie rod 72 which are respectively welded and fixed with one end of the mover 92 and the rack 6, and a left knuckle arm 73 and a right knuckle arm 74 which are respectively connected with the left steering wheel 81 and the right steering wheel 82; the left and right knuckle arms 73 and 74 are hinged to the left and right tie rods 71 and 72, respectively.
The working principle is as follows: when a driver operates the steering wheel 1, the steering wheel 1 rotates forwards or backwards to drive the rotating shaft 3 to rotate, and the rotating shaft 3 rotates in a meshing transmission mode through the gear at the bottom and the rack 6 connected with the mover 92; thereby driving the mover 92 to make a linear motion, the motion of the mover 92 drives the left track rod 71 and the right track rod 72, and the left track rod 71 and the right track rod 72 further drive the left knuckle arm 73 and the right knuckle arm 74, thereby deflecting the left steering wheel 81 and the right steering wheel 82 by an angle.
The upper end of the rotating shaft 3 is provided with a steering wheel torque sensor 2 which measures the torque of the rotating steering wheel 1 and converts the torque into an electric signal to be transmitted to the controller 12; the lower end of the rotating shaft 3 is provided with a steering wheel 1 rotation angle sensor 4 which measures the rotation angle of the steering wheel 1 and converts the rotation angle into an electric signal to be transmitted to the controller 12; the mover 92 is provided with a linear displacement sensor 5, detects the position of the mover 92, converts the position into an electric signal and transmits the electric signal to the controller 12; the current sensor 10 is connected in series with the coil group 922 on the mover 92, detects the direction and magnitude of the working current of the coil group 922, and transmits the detected signal to the controller 12; the vehicle speed sensor 13 is connected with an output shaft of the engine, converts the vehicle speed into an electric signal and transmits the electric signal to the controller 12, and the controller 12 calculates the current vehicle speed according to the rotating speed of the output shaft, the transmission ratio of the automobile transmission mechanism and the radius of a steering wheel (the method for calculating the vehicle speed is a conventional algorithm in the technical field).
The controller 12 judges the direction of the power assisted by the electromagnetic linear actuator 9 according to the electric signal input by the rotation angle sensor 4 of the steering wheel 1, judges the rotating speed of the steering wheel required by the driver according to the electric signal input by the torque sensor 2 of the steering wheel 1, and then, in combination with the electric signal transmitted by the vehicle speed sensor, according to a control strategy, the controller 12 analyzes and judges an output signal to the electromagnetic linear actuator driving circuit 11 to drive the electromagnetic linear actuator 9 so as to provide proper power assisted steering. Controlling the electromagnetic linear actuator 9 to operate, and continuously correcting the output of the electromagnetic linear actuator 9 according to the feedback signal of the linear displacement sensor 5 to the actual output, thereby accurately controlling the displacement; according to the requirement of the control strategy, the corresponding assistance is carried out according to the vehicle speed, namely, a larger assistance is given at a low speed, the assistance is reduced along with the increase of the vehicle speed, the assistance is stopped when the vehicle speed reaches a certain range, and the resistance is properly provided when the vehicle speed is very high so as to ensure the steering safety.
Meanwhile, the linear displacement sensor 5 and the current sensor 10 detect the actual output of the steering system: the position and moving speed of the mover 92, the magnitude and direction of the current of the coil group 922 on the mover 92, that is: the position and speed at which the steerable wheel 81/82 is turned, the amount of assist torque experienced by the steerable wheel 81/82, and the direction in which the steerable wheel 81/82 is turned. The actual output is fed back to the controller 12, and the controller 12 corrects the assist force based on the feedback, thereby accurately controlling the displacement and the output force of the mover 92. Once the power steering system fails (e.g., the signal from the sensor is abnormal), the controller 12 interrupts the power assistance to ensure driving safety.
In this embodiment, the electromagnetic linear actuator is a permanent-magnet moving-coil electromagnetic linear actuator or a permanent-magnet linear dc motor. The controller is a TMS320F28335 high-performance DSP controller, the torque sensor is a TE connection FCA 7300 torque sensor, the corner sensor is a KMZ60 magneto-resistive angular displacement corner sensor, the linear displacement sensor is a KA300-1um grating ruler linear displacement sensor, the current sensor is a JLK-36 +/-100A/+/-4V Hall current sensor, and the vehicle speed sensor is a A1698 Hall effect-based vehicle speed sensor.
The software, the controller, the driving circuit and the connection mode of the controller and the driving circuit, and the connection mode of the controller and each sensor in the embodiment all adopt the prior art commonly used in the technical field; the technical scheme does not improve software, the controller, the driving circuit and the connection mode of the controller and the sensors, and the software in the controller, the driving circuit and the connection mode of the controller and the sensors do not belong to the protection scope of the technical scheme and are not described in more detail here.
Claims (10)
1. An automotive power steering system characterized by: the electromagnetic linear actuator (9) comprises a stator (91) and a rotor (92), wherein the rotor (92) penetrates through a cavity in the stator (91) and makes reciprocating linear motion; two ends of the rotor (92) are respectively connected with a left steering wheel (81) and a right steering wheel (82) through connecting pieces (7); one end of the mover (92) is provided with a rack (6), one side of the rack (6) is in transmission connection with a rotating shaft (3), and the top of the rotating shaft (3) is fixedly connected with the steering wheel (1); a torque sensor (2) and a rotation angle sensor (4) are installed on the rotating shaft (3), and a displacement sensor (5) and a current sensor (10) are installed on the mover (92); the torque sensor (2), the rotation angle sensor (4), the displacement sensor (5) and the current sensor (10) are connected with the input end of the controller (12) through signal lines (14); the output end of the controller (12) is connected with the electromagnetic linear actuator driving circuit (11), and the electromagnetic linear actuator driving circuit (11) is connected with one end of the rotor (92).
2. A power steering system for an automobile according to claim 1, wherein: the mover (92) comprises a coil framework (921) and a coil group (922), and the coil group (922) is wound in a tooth slot of the coil framework (921); the stator (91) comprises an inner yoke (911) fixed in the coil framework (921) and an outer yoke (912) arranged at the outermost ring; an inner permanent magnet array (913) is fixedly arranged on the outer wall surface of the inner yoke (911), an outer permanent magnet array (914) is fixedly arranged on the inner wall surface of the outer yoke (912), and radial air gaps are reserved between the inner permanent magnet array (913) and the outer permanent magnet array (914) and the coil framework (921).
3. A power steering system for an automobile according to claim 2, wherein: the displacement sensor (5) is arranged on the coil group (922), and the current sensor (10) is connected with the coil group (922) in series; the electromagnetic linear actuator driving circuit (11) is connected with the coil group (922) in series.
4. A power steering system for an automobile according to any one of claims 1 to 3, wherein: the top of the rotating shaft (3) is fixedly connected with the center of the steering wheel (1).
5. An automotive power steering system according to claim 4, characterized in that: the lower end of the steering wheel (1) is provided with a steering wheel torque sensor (2), and the lower end of the steering wheel torque sensor (2) is connected with the rotating shaft (3); and a steering wheel rotating angle sensor (4) is arranged on the part of the rotating shaft (3) close to the rack (6).
6. An automotive power steering system according to any one of claims 1 to 3 or 5, characterized in that: the rack (6) is fixedly connected with one end of the rotor (92); the bottom of the rotating shaft (3) is provided with a gear which is meshed with the rack (6).
7. An automotive power steering system according to claim 6, characterized in that: the rack (6) adopts a helical rack, the lower end of the rotating shaft (3) is made into a helical gear shape, and helical teeth of the gear are meshed with helical teeth of the rack (6).
8. An automotive power steering system according to claim 7, characterized in that: the connecting piece (7) include with active cell (92) fixed connection's horizontal pull rod (71/72), directive wheel (81/82) fixed connection have knuckle arm (73/74), horizontal pull rod (71/72) articulated with knuckle arm (73/74).
9. A power steering system for an automobile according to claim 1, wherein: the controller (12) is connected with a vehicle speed sensor (13) through a signal line (14).
10. An automotive power steering system according to any one of claims 1-3 or 5 or 7-9, characterized in that: the electromagnetic linear actuator (9) is a permanent moving coil type electromagnetic linear actuator.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920585242.XU CN209852414U (en) | 2019-04-26 | 2019-04-26 | Automobile power-assisted steering system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920585242.XU CN209852414U (en) | 2019-04-26 | 2019-04-26 | Automobile power-assisted steering system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209852414U true CN209852414U (en) | 2019-12-27 |
Family
ID=68939151
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920585242.XU Active CN209852414U (en) | 2019-04-26 | 2019-04-26 | Automobile power-assisted steering system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209852414U (en) |
-
2019
- 2019-04-26 CN CN201920585242.XU patent/CN209852414U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3967573A1 (en) | Drive-by-wire electro-hydraulic steering system and hybrid control method for dual-winding motor | |
| CN110104058B (en) | Automobile power-assisted steering system based on electromagnetic linear actuator | |
| CN111038578B (en) | Double-source double-winding motor drive-by-wire steering system and fault-tolerant control method thereof | |
| CN102673637A (en) | Electric power-assisted steering system for commercial vehicle | |
| CN113335371B (en) | Multifunctional electric circulating ball steering system of commercial vehicle and control method thereof | |
| CN203078587U (en) | Hydraulic power steering device capable of being remotely controlled and steering system | |
| CN114524019A (en) | Double-winding double-motor steer-by-wire system of commercial vehicle and control method thereof | |
| CN103391034B (en) | The electric automobile hub control method of disk type coreless Permanent Magnet Synchronous Motor Controller | |
| CN103010298A (en) | Electronic control fluid-link steering system for heavy-duty vehicle and control method thereof | |
| CN209852414U (en) | Automobile power-assisted steering system | |
| CN113212547B (en) | Variable transmission ratio electric steering system of commercial vehicle and control method thereof | |
| CN213167692U (en) | Drive assembly of bi-motor | |
| CN108068661B (en) | Electric automobile auxiliary excitation switch reluctance motor traction system and control method | |
| CN201511998U (en) | Vehicle steering system for controlling steering force based on linear motor | |
| CN106945480B (en) | The vehicle active lateral stabiliser bar of reluctance motor formula harmonic drive | |
| CN203352516U (en) | Disc-type iron-core-free permanent magnet synchronous motor controller for electric automobile wheel hub | |
| CN218172389U (en) | Power-assisted steering system based on double-winding linear motor | |
| CN212637143U (en) | Vector wheel | |
| CN101780809A (en) | Electric power steering gear | |
| CN210454945U (en) | Robot pivot steering system and robot moving platform | |
| CN101665119A (en) | Vehicle steering system based on linear motor to control steering force | |
| CN112693308A (en) | Built-in differential mechanism of new energy automobile motor | |
| CN103427577A (en) | Ground conveyor with electric pump motor | |
| JP2002321683A (en) | Power-assisted bicycle | |
| CN216102358U (en) | Steering mechanism for unmanned racing car based on PMSM vector control |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| EE01 | Entry into force of recordation of patent licensing contract | ||
| EE01 | Entry into force of recordation of patent licensing contract |
Assignee: JIANGSU HUAIGONG VEHICLE DETECTION RESEARCH INSTITUTE CO.,LTD. Assignor: HUAIYIN INSTITUTE OF TECHNOLOGY Contract record no.: X2023980047593 Denomination of utility model: A power steering system for automobiles Granted publication date: 20191227 License type: Common License Record date: 20231121 |