CN210555103U - Motor-driven composite steer-by-wire system of passenger vehicle - Google Patents
Motor-driven composite steer-by-wire system of passenger vehicle Download PDFInfo
- Publication number
- CN210555103U CN210555103U CN201921547567.5U CN201921547567U CN210555103U CN 210555103 U CN210555103 U CN 210555103U CN 201921547567 U CN201921547567 U CN 201921547567U CN 210555103 U CN210555103 U CN 210555103U
- Authority
- CN
- China
- Prior art keywords
- steering
- rack
- motor
- worm
- shell
- 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.)
- Expired - Fee Related
Links
Images
Landscapes
- Power Steering Mechanism (AREA)
Abstract
The utility model discloses a motor-driven composite steer-by-wire system for passenger cars, in the system, a road sensing motor is connected with a steer driving shaft provided with a torque angle sensor after being connected with a road sensing motor speed reducing mechanism, a steering wheel is sequentially connected with the steer driving shaft, a torsion bar, an upper drive shaft and an electromagnetic clutch, in the steer executing motor speed reducing mechanism, a first worm wheel is arranged on a steer gear shaft connected with a lower drive shaft, and two ends of a first worm are respectively connected with the steer executing motor; a steering pinion in the steering gear is coaxially and fixedly connected with a first worm gear, two ends of a rack are respectively connected with a steering wheel, and an ECU is respectively in signal connection with a torque angle sensor, a road sensing motor, an electromagnetic clutch and a steering execution motor. Steering system can realize still can guarantee to accomplish smoothly under the condition that system's electric element became invalid and turn to the action, has improved steering system's security greatly.
Description
Technical Field
The utility model belongs to the technical field of car steer-by-wire, concretely relates to compound steer-by-wire system of passenger car motor drive.
Background
Nowadays, the wire control technology is increasingly popularized, and the application of the wire control technology in the field of vehicle steering is increasingly wide. Vehicle steering systems currently in more use can be divided into two categories:
1. a steer-by-wire system: the steering wheel unit and the steering execution unit are in traditional mechanical connection, when a driver steers the steering wheel, the control unit gives instructions to control the power-assisted motor to operate according to signals of sensor voltage and vehicle speed so as to provide steering power to help the driver to realize operation, different power-assisted effects can be presented according to road conditions so as to realize road feel, and parts such as an oil pump and a pipeline which are necessary for hydraulic power assistance are omitted. And the motor and the speed reducing mechanism can be integrated with the steering column and the steering gear, so that the whole steering system has a compact structure.
2. A steer-by-wire system: the driver driving intention is judged by the sensor and the ECU, the steering power source is only provided by the steering motor, and the road information can be obtained by the road feel simulation motor, so that the driver is provided with sufficient road perception, and meanwhile, the driver is prevented from being interfered by unnecessary road jolts transmitted to the steering wheel. In addition, the steer-by-wire system can greatly optimize the cabin layout space because it can freely design the force and angle transmission characteristics of the automobile steering. The wire-controlled steering system without mechanical connection meets the technical requirements of unmanned driving and automatic parking of intelligent vehicles, and provides an optimal solution for realizing advanced prospective automobile technologies such as automatic driving, unmanned driving, intelligent automobiles and the like.
The existing steer-by-wire system lacks a backup structure, and cannot continuously complete the steering action under the condition that electronic elements of the system fail, so that the risk of failure exists, and the safety of the whole steer-by-wire system is influenced.
Disclosure of Invention
To the defect that exists among the above-mentioned prior art, the utility model provides a compound drive-by-wire steering system of passenger car motor drive, the utility model discloses a redundant backup of steering system structure still can guarantee to accomplish smoothly under the condition that system's electric elements became invalid and turn to the action, has improved steering system's security greatly. With the attached drawings, the technical scheme of the utility model is as follows:
a motor-driven composite steer-by-wire system of a passenger vehicle comprises a steering wheel unit I, an electronic control unit II and a steering execution unit III;
the steering wheel unit I consists of a steering wheel 60, a torque angle sensor 31, a road sensing motor 29, a road sensing motor speed reducing mechanism C, an electromagnetic clutch 37, a steering driving shaft 32, a torsion bar 33, an upper transmission shaft 34 and a lower transmission shaft 63; the road sensing motor 29 is connected with the steering driving shaft 32 after being connected with the road sensing motor speed reducing mechanism C, the torque and angle sensor 31 is installed on the steering driving shaft 32, the upper end of the steering driving shaft 32 is connected with the steering wheel 60, the lower end of the steering driving shaft 32 is connected with the upper end of the upper transmission shaft 34 through the torsion bar 33, the lower end of the upper transmission shaft 34 is connected with one end of the electromagnetic clutch 37 through the first steering universal joint 42, and the other end of the electromagnetic clutch 37 is connected with the lower transmission shaft 63 through the second steering universal joint 43;
the steering execution unit III consists of a steering wheel 61, a first steering execution motor 23, a second steering execution motor 45, a steering execution motor speed reducing mechanism A, a steering gear B and a speed reducing steering shell; the steering execution motor speed reducing mechanism A is a worm-and-gear speed reducing mechanism, in the steering execution motor speed reducing mechanism A, a first worm gear 17 is installed on a steering gear shaft 15, the steering gear shaft 15 is connected with a lower transmission shaft 63 through a third steering universal joint 64, two ends of a first worm 8 are respectively connected with a first steering execution motor 23 and a second steering execution motor 45, and the first worm gear 17 is meshed with the first worm 8; the steering gear B is a rack and pinion steering gear, a steering pinion 59 in the steering gear B is coaxially and fixedly connected with the first worm gear 17, two ends of a rack 3 are respectively connected with a steering wheel 61, and the steering pinion 59 is meshed with the rack 3;
in the electronic control unit ii, the ECU is in signal connection with a torque angle sensor 31, a road sensor motor 29, an electromagnetic clutch 37, a first steering actuator motor 23, and a second steering actuator motor 45, respectively.
Further, the steering execution unit III also comprises an angular displacement sensor 19 and a rack displacement sensor 44;
the angular displacement sensor 19 is arranged on the steering gear shaft 15, and the rack displacement sensor 44 is arranged on the position corresponding to the rack 3;
the rack displacement sensor 44 and the angular displacement sensor 19 are respectively in signal connection with the ECU.
Further, the road sensing motor speed reducing mechanism C adopts a worm-and-gear speed reducing mechanism, and is composed of a speed reducer upper shell 30, a second worm wheel 35, a speed reducer lower shell 36, a second worm 38 and a first coupler 41;
the road sensing motor 29 is fixedly installed on the lower shell 36 of the speed reducer, the output end of the road sensing motor 29 is coaxially connected with one end of a second worm 38 through a first coupler 41, two ends of the second worm 38 are installed on the inner side wall of the lower shell 36 of the speed reducer through deep groove ball bearings, a second worm wheel 35 is meshed with the second worm 38, the second worm wheel 35 is coaxially installed on an upper transmission shaft 34, a deep groove ball bearing at one end of the upper transmission shaft 34 is installed on the inner side wall of the lower shell 36 of the speed reducer, and the other end of the upper transmission shaft 34 is installed on the inner side wall of the upper shell 30 of the speed reducer through the deep;
the upper reducer casing 30 and the lower reducer casing 36 are fixedly connected by bolts to form a reducer casing.
Further, the steering gear B consists of a steering rack box barrel 2, a rack 3, a rack bushing sleeve 4, a rack bushing 5, an O-shaped sealing ring 6, a steel wire retainer ring 7, a lock nut 9, an adjusting screw plug 10, a spiral spring 11, a rack supporting seat 12, a gasket 13, a needle bearing 14, a steering gear shaft 15, a steering pinion 59, a first deep groove ball bearing 16, a second deep groove ball bearing 18 and a lip-shaped sealing ring 20;
the outer wall of the steering rack box barrel 2 is fixedly connected with the inner wall of the lower speed-reducing steering shell 1, a rack bushing 5 is sleeved in a rack bushing sleeve 4, the outer sides of two ends of the rack bushing 5 are clamped and fixed on the inner side wall of the rack bushing 5 through steel wire check rings 7, the rack bushing 5 is sleeved on the outer side of a rack 3, the rack 3 is supported through the rack bushing 5, and a gap between the rack 3 and the rack bushing 5 is sealed through an O-shaped sealing ring 6;
the steering pinion 59 is coaxially and integrally processed at the front end of the steering gear shaft 15, the front end of the steering gear shaft 15 is installed on the inner side wall of the speed-reducing steering shell through a needle bearing 14, the middle part of the steering gear shaft 15 is coaxially provided with a first worm wheel 17, the middle part of the steering gear shaft 15 is rotatably supported and installed on the inner side wall of the speed-reducing steering shell through a first deep groove ball bearing 16, the rear end of the steering gear shaft 15 is installed on the inner side wall of the speed-reducing steering upper shell 21 through a second deep groove ball bearing 18, and a lip-shaped seal ring 20 is installed between the outer side of the rear end of the steering;
the rack 3 is supported and installed in the speed reduction steering shell through a rack supporting seat 12, a gasket 13 is arranged between the rack 3 and the rack supporting seat 12, an adjusting screw plug 10 is in threaded connection with the side wall of the speed reduction steering shell below the rack supporting seat 12, two ends of a spiral spring 11 are respectively installed in a spring installation groove on the bottom surface of the rack supporting seat 12 and a spring installation groove on the top surface of the adjusting screw plug 10, a locking nut 9 is in external thread fit with the lower end of the adjusting screw plug 10, the axial distance of the adjusting screw plug 10 screwed in the speed reduction steering shell is adjusted, the meshing position of the rack 3 and a steering pinion 59 on the rack supporting seat 12 is adjusted, and the adjusting screw plug 10 is fixedly locked on the speed reduction.
Furthermore, the deceleration and steering lower shell 1 is composed of a lower shell body 101, a lower shell ear plate 102 and a lower shell rack cylinder 103, wherein a connecting hole is formed in the end face of the outer edge of the lower shell body 101 and is used for being in butt joint with the deceleration and steering upper shell 21 to form a deceleration and steering shell; two lower shell ear plates 102 are symmetrically arranged on two sides of the lower shell body 101 and are respectively used for being fixedly connected with the motor shells of the first steering executing motor 23 and the second steering executing motor 45; lower casing rack section of thick bamboo 103 is located casing main part 101 lower extreme down, and the inner wall of lower casing rack section of thick bamboo 103 links firmly with the outer wall of steering rack case bucket 2 to the realization is installed the support of inside rack 3, and it has the mounting hole to open on the bottom lateral wall of lower casing rack section of thick bamboo 103 for installation adjustment plug screw 10.
Furthermore, the lower end of the steering driving shaft 32 is sleeved on the outer side of the upper end of the torsion bar 33, a gap is reserved between the steering driving shaft 32 and the torsion bar 33 along the radial direction, the upper end of the upper transmission shaft 34 is sleeved on the outer side of the lower end of the torsion bar 33, a gap is reserved between the upper transmission shaft 34 and the torsion bar 33 along the radial direction, plastic is injected into the gap between the steering driving shaft 32 and the torsion bar 33 and between the upper transmission shaft 34 and the torsion bar 33 to form a plastic pin, and the torque of the steering driving shaft 32 is synchronously transmitted to the upper transmission shaft 34 through the torsion bar.
Compared with the prior art, the beneficial effects of the utility model reside in that:
1. the utility model discloses a passenger car motor drive composite drive-by-wire steering system can realize the redundant backup of structure, and arbitrary actuating motor can provide enough big drive torque alone and realize the accurate steering, and accomplishes the mechanical connection of steering wheel assembly to the execution unit through the closed clutch under the operating mode that the bi-motor all became invalid, is steered by driver's direct manipulation; meanwhile, the arrangement of the angular displacement sensor and the rack displacement sensor also realizes the redundant backup of the sensors, thereby greatly improving the overall safety of the steer-by-wire system;
2. the motor-driven composite steer-by-wire system of the passenger car has fast response and high precision, under the normal steering working condition, the steering command is jointly executed by the double-brush direct current motor, the total response time of the system is about 45ms, and the steady-state precision of control is +/-0.5 degrees;
3. the utility model discloses a passenger car motor drive composite drive-by-wire steering system electromagnetic clutch disconnection under conventional operating mode, realize steering wheel unit to the complete separation of execution unit, by the road feel motor simulation road feel, avoided the interference that unnecessary road surface input caused driver's operation;
4. passenger car motor drive composite drive-by-wire steering system for integrated form design, can solve the great problem of occupation space, wherein, reduction gears adopts worm gear formula reduction gears, the big and compact structure of reduction ratio, the steering gear is rack and pinion steering gear, the compact structure of space turns to the angle simultaneously and can suitably increase.
5. Passenger car motor drive composite steer-by-wire system provide suitable structural redundancy and reduced the too high manufacturing cost of the main, the whole part redundancy scheme of auxiliary system of steer-by-wire.
Drawings
FIG. 1 is a simplified structure diagram of a motor-driven composite steer-by-wire system for a passenger vehicle according to the present invention;
fig. 2 is a schematic view of a mechanical connection structure in the motor-driven composite steer-by-wire system for a passenger vehicle according to the present invention;
FIG. 3 is a top view of a steering actuator motor reduction gear in the motor-driven composite steer-by-wire system for a passenger vehicle of the present invention;
fig. 4 is a schematic structure of a steering gear in the motor-driven composite steer-by-wire system for a passenger vehicle of the present invention;
fig. 5 is a front view of a lower housing for speed reduction and steering in the motor-driven composite steer-by-wire system for a passenger car according to the present invention;
fig. 6 is a left side view of a lower casing of the motor-driven composite steer-by-wire system for a passenger car according to the present invention;
fig. 7 is a top view of a lower casing of the motor-driven composite steer-by-wire system for a passenger car according to the present invention;
fig. 8 is the utility model discloses among the compound steer-by-wire system of passenger car motor drive, the road feels motor reduction gears plan view.
In the figure:
i-a steering wheel unit, II-an electronic control unit and III-a steering execution unit;
a-a steering execution motor speed reducing mechanism, B-a steering gear and C-a road sensing motor speed reducing mechanism;
1-a deceleration steering lower shell, 2-a steering rack box barrel and 3-a rack;
4. a rack bushing sleeve; 5, a rack bushing; 6, O-shaped sealing rings;
7. a steel wire retainer ring; a first worm; 9, locking the nut;
10. adjusting the screw plug; a spring; 12, a rack supporting seat;
13. a gasket; a needle bearing; a steering gear shaft;
16. a first deep groove ball bearing; a first worm gear; a second deep groove ball bearing;
19. an angular displacement sensor; lip seal; a decelerating and steering upper housing;
22. a first bolt; a first steering actuator motor; a first plug bolt;
25. a first plug nut; a third deep groove ball bearing; a second plug bolt;
28. a second plug nut; a road sensing motor; 30, an upper shell of the speed reducer;
31. a torque rotation angle sensor; 32, steering a driving shaft; a torsion bar;
34. an upper transmission shaft; a second worm gear; 36, a reducer lower shell;
37. an electromagnetic clutch; a second worm; a third plug bolt;
40. a third plug nut; a first coupling; a first steering gimbal;
43. a second steering knuckle; a rack displacement sensor; 45. a second steering actuator motor;
46. a first spacer sleeve; a second bolt; a fourth deep groove ball bearing;
49. a first key; a second spacer sleeve; a fifth deep groove ball bearing;
52. a third bolt; 53. a second coupling; a third coupling;
55. a sixth deep groove ball bearing; 56. seventh deep groove ball bearing; an eighth deep groove ball bearing;
58. a second key; a steering pinion gear; 60. a steering wheel;
61. a steering wheel; a plastic pin; 63. lower drive shaft;
64. and a third steering knuckle.
101. Lower casing main body, 102 lower casing ear plate, 103 lower casing rack drum
Detailed Description
For clear and complete description of the technical solution and the specific working process of the present invention, the following embodiments are provided in conjunction with the accompanying drawings of the specification:
the utility model provides a compound steer-by-wire system of passenger car motor drive, as shown in FIG. 1, compound steer-by-wire system comprises steering wheel unit I, electronic control unit II and steering execution unit III. Wherein, the road sensing motor 29 in the steering wheel unit I is connected with the rotating shaft of the steering wheel 60 after being connected with the road sensing motor speed reducing mechanism C, and road sensing simulation is realized through the road sensing motor 29; the steering wheel unit I is connected with the steering execution unit III through an electromagnetic clutch 37 to realize the transmission of torque; a torque angle sensor 31 is mounted on a steering drive shaft of the steering wheel 60; in the steering execution unit III, a steering execution motor speed reduction mechanism A adopts a worm and gear speed reduction mechanism, wherein a steering gear shaft provided with a worm gear in the steering execution motor speed reduction mechanism A is connected with an electromagnetic clutch 37 in a steering wheel unit I, two ends of a worm in the steering execution motor speed reduction mechanism A are respectively connected with a first steering execution motor 23 and a second steering execution motor 45, and steering driving torque is output to the steering execution motor speed reduction mechanism A through the first steering execution motor 23 and the second steering execution motor 45; a steering gear B in the steering execution unit III adopts a rack and pinion steering gear, wherein a steering gear in the steering gear B and a worm gear in the steering execution motor speed reduction mechanism A are coaxially arranged, and two ends of a rack in the steering gear B are respectively connected with a steering wheel 61 so as to control the steering action of the steering wheel 61; a rack displacement sensor 44 is mounted on a position corresponding to the rack in the steering gear B, and an angular displacement sensor 19 is mounted on a steering gear shaft provided coaxially with the steering gear in the steering gear B; in the electronic control unit II, the ECU is respectively in signal connection with the torque angle sensor 31, the road sensing motor 29, the electromagnetic clutch 37, the first steering executing motor 23, the second steering executing motor 45, the rack displacement sensor 44 and the angular displacement sensor 19, so that the collection of state signals and the transmission of control signals are realized.
The specific structure and connection relationship of the compound steer-by-wire system of the present invention will be explained with reference to the drawings of the specification.
As shown in fig. 1 and 2, the steering wheel unit i includes a steering wheel 60, a torque angle sensor 31, a road-sensing motor 29, a road-sensing motor reduction gear C, an electromagnetic clutch 37, a steering drive shaft 32, a torsion bar 33, an upper drive shaft 34, a lower drive shaft 63, a first steering universal joint 42, a second steering universal joint 43, and a third steering universal joint 64. The road sensing motor 29 is a brushless dc motor; the road feel motor speed reducing mechanism C is a worm-and-gear speed reducing mechanism, and as shown in fig. 1 and 8, the road feel motor speed reducing mechanism C is composed of a reducer upper shell 30, a second worm wheel 35, a first spacer 46, a reducer lower shell 36, a second worm 38, a third plug bolt 39, a third plug nut 40 and a first coupling 41.
As shown in fig. 8, the motor housing of the road sensor motor 29 is fixedly mounted on the outer surface of the reducer lower case 36 by a second bolt 47; the output end of the road sensing motor 29 is coaxially connected with one end of the second worm 38 through a first coupler 41; the first coupler 41 is a hexagonal chuck coupler; one end of the second worm 38 connected with the road sensing motor 29 is rotatably supported and mounted on the inner side wall of the lower reducer casing 36 through a fifth deep groove ball bearing 51, the inner ring of the fifth deep groove ball bearing 51 is limited through a shaft shoulder of the second worm 38, the outer ring of the fifth deep groove ball bearing 51 is limited through a third plug bolt 39 and a third plug nut 40, wherein the third plug bolt 39 is in threaded connection with the lower reducer casing 36, one end face of the third plug bolt 39 is pressed against the outer ring of the fifth deep groove ball bearing 51, and the other end of the third plug bolt 3 is locked and fixed through the third plug nut 40; the other end of the second worm 38 is rotatably supported and mounted on the inner side wall of the lower reducer casing 36 through a fourth deep groove ball bearing 48, the inner ring of the fourth deep groove ball bearing 48 is limited through the shaft shoulder of the second worm 38, and the outer ring of the fourth deep groove ball bearing 48 abuts against the end face of the inner side wall of the lower reducer casing 36.
As shown in fig. 2 and 8, the second worm wheel 35 is engaged with the second worm 38, the second worm wheel 35 is coaxially mounted on the upper transmission shaft 34 through a first key 49, one end of the upper transmission shaft 34 is rotatably supported and mounted on the inner side wall of the lower reducer housing 36 through a seventh deep groove ball bearing 56, the outer end surface of the second worm wheel 35 is limited on the inner end surface of the seventh deep groove ball bearing 56 through a first spacer 46, the other end of the upper transmission shaft 34 is rotatably supported and mounted on the inner side wall of the upper reducer housing 30 through a sixth deep groove ball bearing 55, and the upper reducer housing 30 and the lower reducer housing 36 are fixedly connected through a bolt to form a reducer housing; the lower end of the steering driving shaft 32 is sleeved on the outer side of the upper end of the torsion rod 33, a gap is reserved between the steering driving shaft 32 and the torsion rod 33 along the radial direction, the upper end of the upper transmission shaft 34 is sleeved on the outer side of the lower end of the torsion rod 33, a gap is reserved between the upper transmission shaft 34 and the torsion rod 33 along the radial direction, plastic is injected into the gap between the steering driving shaft 32 and the torsion rod 33 and between the upper transmission shaft 34 and the torsion rod 33 to form a plastic pin, and the torque of the steering driving shaft 32 is synchronously transmitted to the upper transmission shaft 34 through the torsion. The torque and corner sensor 31 is sleeved between the radial outer side of the steering driving shaft 32 and the side wall of the corresponding upper shell 30 of the speed reducer, so that the torque and corner change of the steering driving shaft 32 can be monitored; the other end of the steering main shaft 32 is coaxially connected to a steering wheel 60. The second worm 38 is driven by the road sensing motor 29 to operate, and further drives the second worm wheel 35 to rotate, thereby driving the upper transmission shaft 34, the torsion bar 33, the steering driving shaft 32 and the steering wheel 60 to rotate in sequence.
As shown in fig. 2, the lower end of the upper transmission shaft 34 is connected to one end of an electromagnetic clutch 37 via a first steering universal joint 42, the other end of the electromagnetic clutch 37 is connected to a lower transmission shaft 63 via a second steering universal joint 43, and the lower transmission shaft 63 is connected to the steering gear shaft 15 of the steering gear B via a third steering universal joint 64.
As shown in fig. 1, 2 and 4, the steering execution unit iii includes: a steering wheel 61, an angular displacement sensor 19, a rack displacement sensor 44, a first steering actuator motor 23, a second steering actuator motor 45, a steering actuator motor speed reduction mechanism A, a steering gear B and a speed reduction steering housing. Wherein, the first steering executing motor 23 and the second steering executing motor 45 are both brush direct current motors; the steering execution motor speed reducing mechanism A and the steering gear B are arranged in the speed reducing steering shell; the deceleration steering shell is formed by fixedly connecting a deceleration steering upper shell 21 and a deceleration steering lower shell 1 through a first bolt 22.
As shown in fig. 2, 3 and 4, the steering actuator motor reduction mechanism a is a worm-and-gear reduction mechanism, and the steering actuator motor reduction mechanism a is composed of a first worm 8, a first worm wheel 17, a second spacer 50, a first plug bolt 24, a first plug nut 25, a third deep groove ball bearing 26, an eighth deep groove ball bearing 57, a second plug bolt 27, a second plug nut 28, a second coupling 53 and a third coupling 54.
The motor shell of the first steering actuating motor 23 is fixedly arranged on the outer surface of one side of the speed reduction and steering lower shell 1 through a third bolt 52, and the motor shell of the second steering actuating motor 45 is fixedly arranged on the outer surface of the other side of the speed reduction and steering lower shell 1 through the third bolt 52; one end of the first worm 8 is connected with the output end of the first steering executing motor 23 through a second coupling 53, and the other end of the first worm 8 is connected with the output end of the second steering executing motor 45 through a third coupling 54; the second coupling 53 and the third coupling 54 are both hexagonal chuck couplings, and the first steering executing motor 23 and the second steering executing motor 45 have the same structure; one end of the first worm 8 is rotatably supported on the inner side wall of the speed-reducing and steering lower shell 1 through a third deep groove ball bearing 26, the inner ring of the third deep groove ball bearing 26 is limited through the shaft shoulder of the first worm 8, the outer ring of the third deep groove ball bearing 26 and the second coupler 53 on the same side are limited through a first plug bolt 24 and a first plug nut 25, wherein the first plug bolt 24 is in threaded connection with the speed-reducing and steering lower shell 1, the end face of one end of the first plug nut 25 is pressed against the outer ring of the eighth deep groove ball bearing 57, and the other end of the first plug bolt 24 is locked and fixed through the first plug nut 25; the other end of the first worm 8 is rotatably supported on the inner side wall of the deceleration and steering lower shell 1 through an eighth deep groove ball bearing 57, the inner ring of the eighth deep groove ball bearing 57 is limited through a shaft shoulder of the first worm 8, the outer ring of the eighth deep groove ball bearing 57 is limited through a second plug bolt 27 and a second plug nut 28, wherein the second plug bolt 27 is in threaded connection with the deceleration and steering lower shell 1, the end face of one end of the second plug nut 28 is pressed against the outer ring of the eighth deep groove ball bearing 57, and the other end of the second plug bolt 27 is locked and fixed through the second plug nut 28.
As shown in fig. 4, the first worm 8 is meshed with the first worm wheel 17, the first worm wheel 17 is mounted on the steering gear shaft 15 of the steering gear B through the second key 58, and the end face of the first worm wheel 17 is limited on the inner edge end face of the deceleration steering lower casing 1 through the second spacer 50.
As shown in fig. 2 and 4, the steering gear B is a rack and pinion type speed reducer, and is composed of a steering rack box 2, a rack 3, a rack bushing sleeve 4, a rack bushing 5, an O-ring 6, a wire retainer 7, a lock nut 9, an adjusting screw plug 10, a coil spring 11, a rack support seat 12, a gasket 13, a needle bearing 14, a steering gear shaft 15, a steering pinion 59, a first deep groove ball bearing 16, a second deep groove ball bearing 18, and a lip seal 20.
As shown in fig. 2, the outer wall of the steering rack box barrel 2 is fixedly connected with the inner wall of the lower deceleration steering shell 1, the rack bushing 5 is sleeved in the rack bushing sleeve 4, the outer sides of two ends of the rack bushing 5 are clamped and fixed on the inner side wall of the rack bushing 5 through steel wire retainer rings 7, the rack bushing 5 is sleeved on the outer side of the rack 3, the rack 3 is supported through the rack bushing 5, and a gap between the rack 3 and the rack bushing 5 is sealed through an O-shaped sealing ring 6.
As shown in fig. 4, the steering pinion 59 is coaxially and integrally formed at the front end of the steering gear shaft 15, the front end of the steering gear shaft 15 is rotatably supported and mounted on the inner sidewall of the lower deceleration-steering housing 1 through the needle bearing 14, the first worm wheel 17 is coaxially mounted at the middle of the steering gear shaft 15 through the second key 58, the middle of the steering gear shaft 15 is rotatably supported and mounted on the inner sidewall of the lower deceleration-steering housing 1 through the first deep groove ball bearing 16, the angular displacement sensor 19 is mounted at the rear end of the steering gear shaft 15, to measure the rotational angular displacement of the steering gear shaft 15, the rear end of the steering gear shaft 15 is rotatably supported and mounted on the inner sidewall of the decelerating and steering upper housing 21 by the second deep groove ball bearing 18, and the lip-shaped seal ring 20 is installed between the radial outer side of the tail end of the steering gear shaft 15 and the inner side wall of the corresponding speed reduction steering upper shell 21 to realize sealing.
As shown in fig. 4, the rack 3 is engaged with a steering pinion 59; the rack 3 is supported and installed in the lower speed-reducing steering shell 1 through a rack supporting seat 12, and a gasket 13 is arranged between the rack 3 and the rack supporting seat 12; a spring mounting groove is formed in the bottom surface of the rack support seat 12, the adjusting screw plug 10 is in threaded connection with the side wall of the speed-reducing steering lower shell 1 below the rack support seat 12, a top surface spring mounting groove corresponding to the spring mounting groove in the bottom surface of the rack support seat 12 is formed in the top surface of the adjusting screw plug 10, and two ends of the spiral spring 11 are respectively mounted in the spring mounting groove in the bottom surface of the rack support seat 12 and the spring mounting groove in the top surface of the adjusting screw plug 10; the locking nut 9 is matched with external threads at the lower end of the adjusting screw plug 10, the axial distance of the adjusting screw plug 10 screwed in the lower speed-reducing steering shell 1 is adjusted, the meshing position of the rack 3 and the steering pinion 59 on the rack supporting seat 12 is further adjusted, so that the rack 3 and the steering pinion 59 are well meshed, and finally the adjusting screw plug 10 is fixedly locked on the lower speed-reducing steering shell 1 through the locking nut 9; the rack displacement sensor 44 is mounted on the steering rack box 2 to measure the linear displacement of the rack 3;
as shown in fig. 5, 6 and 7, the deceleration and steering lower shell 1 is composed of a lower shell body 101, a lower shell ear plate 102 and a lower shell rack drum 103, wherein a connecting hole is formed in the outer edge end surface of the lower shell body 101 and is used for being in butt joint with the deceleration and steering upper shell 21 through a first bolt 22 to form the deceleration and steering shell; two lower shell ear plates 102 are symmetrically arranged on two sides of the lower shell body 101 and are respectively used for being fixedly connected with the motor shells of the first steering executing motor 23 and the second steering executing motor 45; the lower shell rack drum 103 is positioned at the lower end of the lower shell main body 101, and the inner wall of the lower shell rack drum 103 is fixedly connected with the outer wall of the steering rack box barrel 2 so as to support and install the internal rack 3; in addition, a mounting hole is formed in a bottom side wall of the lower housing rack drum 103 for mounting the adjusting screw plug 10.
In the steering actuator unit iii, the first worm 8 operates under the dual motor drive of the first steering actuator motor 23 and the second steering actuator motor 45, and further drives the first worm wheel 17 to rotate, the first worm wheel 17 drives the steering pinion 59 to rotate through the steering gear shaft 15, and the steering pinion 59 drives the rack 3 to perform linear reciprocating motion.
The electronic control unit II is composed of an EAC; the EAC is respectively in signal connection with a torque corner sensor 31, a road sensing motor 29, an electromagnetic clutch 37, a first steering executing motor 23, a second steering executing motor 45, a rack displacement sensor 44 and an angular displacement sensor 19; the EAC receives a torque angle signal of the steering wheel 60 collected by the torque angle sensor 31, and further judges the steering intention of the driver; the EAC receives a rack 3 displacement signal acquired by a rack displacement sensor 44 to indirectly obtain an actual steering signal of a steering wheel; the EAC receives a rotation angle signal of the steering gear shaft 15 acquired by the angular displacement sensor 19, and indirectly acquires an actual steering signal of a steering wheel; the rack displacement sensor 44 and the angular displacement sensor 19 realize redundancy, the EAC can indirectly obtain the actual steering state of the steering wheel through signals collected by the rack displacement sensor 44 and the angular displacement sensor 19, and correct the actual steering output of the steering wheel 61 according to the actual steering input of the steering wheel 60 measured by the torque corner sensor 31; the EAC sends a clutch control signal to the electromagnetic clutch 37 to control the separation or combination of the electromagnetic clutch and further control the disconnection or connection of a mechanical structure between the steering wheel unit I and the steering execution unit III; the EAC sends corresponding motor operation control signals to the road sensing motor 29, the first steering executing motor 23 and the second steering executing motor 45 respectively so as to control the operation states of the road sensing motor 29, the first steering executing motor 23 and the second steering executing motor 45; meanwhile, the first and second steering actuators 23 and 45 feed back real-time running state signals including rotation speed and torque to the EAC, so as to realize closed-loop control and adjustment of the first and second steering actuators 23 and 45.
The steering control method of the motor-driven composite steer-by-wire system of the passenger vehicle comprises the following specific processes: the method comprises the following specific processes of conventional steering control, failure backup steering control and mechanical steering control:
firstly, the specific working process of the conventional steering control is as follows:
as shown in fig. 1, under a normal steering condition, a driver turns a steering wheel 60 to send a steering operation signal, a torque angle sensor 31 detects a torque angle signal of the steering wheel 60, that is, detects a steering operation intention of the driver, and sends the collected torque angle signal of the steering wheel 60 to an ECU, the ECU receives the corresponding torque angle signal of the steering wheel 60, analyzes and calculates the torque angle signal, outputs an execution motor operation control signal, and sends the execution motor operation control signal to a first steering execution motor 23 and a second steering execution motor 45 respectively, controls the first steering execution motor 23 and the second steering execution motor 45 to output steering wheel steering driving torque outwards respectively, and enables the first steering execution motor 23 and the second steering execution motor 45 to bear 50% of steering wheel steering driving torque respectively, that is, the steering driving torque required by the steering wheel is divided equally by the first steering execution motor 23 and the second steering execution motor 45, the steering wheel steering driving torque output by the first steering executing motor 23 and the second steering executing motor 45 is simultaneously transmitted to the steering executing motor reducing mechanism a, as shown in fig. 3 and 4, in the steering executing motor reducing mechanism a and the steering gear B, the output ends of the first steering executing motor 23 and the second steering executing motor 45 simultaneously drive the first worm 8 to rotate, the first worm 8 drives the first worm wheel 17 to rotate, and further drives the steering gear shaft 15 to rotate, the steering pinion 59 at the tail end of the steering gear shaft 15 synchronously rotates with the steering gear shaft 15, and under the driving of the steering pinion 59, the rack 3 controls the steering wheels 61 at the two ends to swing along the linear motion, so as to realize the conventional steering process;
in the above-mentioned conventional steering control process, when the ECU outputs the execution motor operation control signal, the torque angle sensor 31 directly detects the torque angle signal of the steering wheel 60 to obtain the steering signal of the steering wheel, and the angular displacement sensor 19 detects the rotation angle signal of the steering gear shaft 15 to indirectly obtain the actual steering signal of the steering wheel, the rack displacement sensor 44 detects the displacement signal of the rack 3 to indirectly obtain the actual steering signal of the steering wheel, the rack displacement sensor 44 and the angular displacement sensor 19 realize redundancy, the EAC indirectly obtains the actual steering state of the steering wheel through the signals collected by the rack displacement sensor 44 and the angular displacement sensor 19, and corrects the output execution motor operation control signal according to the actual steering input of the steering wheel 60 detected by the torque angle sensor 31, namely, the actual steering output of the steering wheel 61 is corrected;
in the conventional steering control process, the first steering executing motor 23 and the second steering executing motor 45 also feed back real-time running state signals including rotating speed and torque to the EAC, so that the closed-loop control and adjustment of the EAC on the first steering executing motor 23 and the second steering executing motor 45 are realized;
as shown in fig. 1, in the above-mentioned conventional steering control process, the ECU receives the road information collected by a vehicle-mounted road information collecting device (not shown in the figure), analyzes the road information, outputs a road sensing motor operation control signal, sends the road sensing motor operation control signal to the road sensing motor 29, controls the road sensing motor 29 to output a road sensing simulation torque (resistance torque) outwards, controls the road sensing simulation torque output by the road sensing motor 29 to be transmitted to the road sensing motor speed reducing mechanism C, as shown in fig. 8, in the road sensing motor speed reducing mechanism C, the output end of the control road sensing motor 29 drives the second worm 38 to rotate, the second worm 38 drives the second worm wheel 35 to rotate, further drives the upper sensing shaft 34 to rotate, and in turn drives the torsion bar 33, the steering driving shaft 32 and the steering wheel 60 to rotate, and finally feeds the road simulation signal represented by the road sensing simulation torque back to the driver through the steering wheel 60, realizing road feel simulation;
in the conventional steering control process, the ECU controls the electromagnetic clutch to be separated, so that the steering wheel unit I is not mechanically connected with the steering execution unit III.
Secondly, the specific working process of the failure backup steering control is as follows:
as shown in fig. 1, when any one of the first steering executing motor 23 and the second steering executing motor 45 fails and fails to work, the steering system enters a failure backup steering condition, taking the failure of the first steering executing motor 23 as an example, at this time, the driver rotates the steering wheel 60 to send a steering operation signal, the torque angle sensor 31 detects a torque angle signal of the steering wheel 60, that is, detects the steering operation intention of the driver, and sends the collected torque angle signal of the steering wheel 60 to the ECU, the ECU receives the corresponding torque angle signal of the steering wheel 60, outputs an executing motor operation control signal after analysis and calculation, and sends an executing motor operation control signal to the second steering executing motor 45, the second steering executing motor 45 independently outputs a steering wheel steering driving torque, and the steering wheel steering driving torque output by the second steering executing motor 45 is transmitted to the steering executing motor reducing mechanism a, as shown in fig. 3 and 4, in the steering executing motor speed reducing mechanism a and the steering gear B, the output end of the second steering executing motor 45 drives the first worm 8 to rotate, the first worm 8 drives the first worm wheel 17 to rotate, and then drives the steering gear shaft 15 to rotate, the steering pinion 59 at the tail end of the steering gear shaft 15 rotates synchronously with the steering gear shaft 15, and under the driving of the steering pinion 59, the rack 3 controls the swing of the steering wheels 61 at the two ends along the linear motion, so as to implement the failure backup steering process;
in the above-mentioned conventional steering control process, when the ECU outputs the execution motor operation control signal, the torque angle sensor 31 directly detects the torque angle signal of the steering wheel 60 to obtain the steering signal of the steering wheel, and the angular displacement sensor 19 detects the rotation angle signal of the steering gear shaft 15 to indirectly obtain the actual steering signal of the steering wheel, the rack displacement sensor 44 detects the displacement signal of the rack 3 to indirectly obtain the actual steering signal of the steering wheel, the rack displacement sensor 44 and the angular displacement sensor 19 realize redundancy, the EAC indirectly obtains the actual steering state of the steering wheel through the signals collected by the rack displacement sensor 44 and the angular displacement sensor 19, and corrects the output execution motor operation control signal according to the actual steering input of the steering wheel 60 detected by the torque angle sensor 31, namely, the actual steering output of the steering wheel 61 is corrected;
in the conventional steering control process, the second steering executing motor 45 feeds back a real-time running state signal including a rotating speed and a torque to the EAC, so that the closed-loop control and adjustment of the second steering executing motor 45 by the EAC are realized;
as shown in fig. 1, in the above-mentioned conventional steering control process, the ECU receives the road information collected by a vehicle-mounted road information collecting device (not shown in the figure), analyzes the road information, outputs a road sensing motor operation control signal, sends the road sensing motor operation control signal to the road sensing motor 29, controls the road sensing motor 29 to output a road sensing simulation torque (resistance torque) outwards, controls the road sensing simulation torque output by the road sensing motor 29 to be transmitted to the road sensing motor speed reducing mechanism C, as shown in fig. 8, in the road sensing motor speed reducing mechanism C, the output end of the control road sensing motor 29 drives the second worm 38 to rotate, the second worm 38 drives the second worm wheel 35 to rotate, further drives the upper sensing shaft 34 to rotate, and in turn drives the torsion bar 33, the steering driving shaft 32 and the steering wheel 60 to rotate, and finally feeds the road simulation signal represented by the road sensing simulation torque back to the driver through the steering wheel 60, realizing road feel simulation;
in the conventional steering control process, the ECU controls the electromagnetic clutch to be separated, so that the steering wheel unit I is not mechanically connected with the steering execution unit III.
Thirdly, the mechanical steering control specifically comprises the following working processes:
as shown in fig. 1, when the first and second steering motors 23 and 45 are failed and fail to operate, the steering system enters a mechanical steering condition, and at this time, the ECU controls to couple the electromagnetic clutch 37, a steering wheel steering linkage formed by sequentially connecting the steering wheel 60, the steering driving shaft 32, the torsion bar 33 and the upper transmission shaft 34 is mechanically connected to the steering gear shaft 15 of the steering motor reduction mechanism a through the electromagnetic clutch 37 between the steering wheel unit i and the steering actuator unit iii, the driver operates the steering wheel 60 to rotate and output the steering wheel steering driving torque, and the steering wheel steering driving torque is transmitted to the steering gear shaft 15 through the steering wheel steering linkage, as shown in fig. 4, in the steering gear B, the steering pinion 59 at the end of the steering gear shaft 15 rotates synchronously with the steering gear shaft 15, and under the driving of the steering pinion 59, the rack 3 moves along a straight line to control the swinging of the steering wheels 61 at the two ends, so that the mechanical steering process is realized;
as shown in fig. 1, in the conventional steering control process, the road feel simulation torque generated by reflecting the road surface information is directly fed back to the driver through the steering gear B, the electromagnetic clutch 37 and the steering wheel and steering rod system in sequence.
Claims (6)
1. The utility model provides a passenger car motor drive composite wire control steering system which characterized in that:
the steering wheel control system is composed of a steering wheel unit (I), an electronic control unit (II) and a steering execution unit (III);
the steering wheel unit (I) is composed of a steering wheel (60), a torque angle sensor (31), a road sensing motor (29), a road sensing motor speed reducing mechanism (C), an electromagnetic clutch (37), a steering driving shaft (32), a torsion bar (33), an upper transmission shaft (34) and a lower transmission shaft (63); the road sensing motor (29) is connected with a road sensing motor speed reducing mechanism C and then is connected with a steering driving shaft (32), a torque and corner sensor (31) is installed on the steering driving shaft (32), the upper end of the steering driving shaft (32) is connected with a steering wheel (60), the lower end of the steering driving shaft (32) is connected with the upper end of an upper transmission shaft (34) through a torsion bar (33), the lower end of the upper transmission shaft (34) is connected with one end of an electromagnetic clutch (37) through a first steering universal joint (42), and the other end of the electromagnetic clutch (37) is connected with a lower transmission shaft (63) through a second steering universal joint (43);
the steering execution unit (III) consists of a steering wheel (61), a first steering execution motor (23), a second steering execution motor (45), a steering execution motor speed reducing mechanism (A), a steering gear (B) and a speed reducing steering shell; the steering execution motor speed reducing mechanism (A) is a worm and gear speed reducing mechanism, in the steering execution motor speed reducing mechanism (A), a first worm gear (17) is installed on a steering gear shaft (15), the steering gear shaft (15) is connected with a lower transmission shaft (63) through a third steering universal joint (64), two ends of a first worm (8) are respectively connected with a first steering execution motor (23) and a second steering execution motor (45), and the first worm gear (17) is meshed with the first worm (8); the steering gear (B) is a rack and pinion steering gear, a steering pinion (59) in the steering gear (B) is coaxially and fixedly connected with the first worm gear (17), two ends of a rack (3) are respectively connected with a steering wheel (61), and the steering pinion (59) is meshed with the rack (3);
in the electronic control unit (II), an ECU is respectively in signal connection with a torque corner sensor (31), a road sensing motor (29), an electromagnetic clutch (37), a first steering execution motor (23) and a second steering execution motor (45).
2. A motor-driven compound steer-by-wire system for a passenger vehicle according to claim 1, wherein:
the steering execution unit (III) further comprises an angular displacement sensor (19) and a rack displacement sensor (44);
the angular displacement sensor (19) is arranged on the steering gear shaft (15), and the rack displacement sensor (44) is arranged on a position corresponding to the rack (3);
the rack displacement sensor (44) and the angular displacement sensor (19) are respectively connected with an ECU through signals.
3. A motor-driven compound steer-by-wire system for a passenger vehicle according to claim 1, wherein:
the road sensing motor speed reducing mechanism (C) adopts a worm and gear speed reducing mechanism and consists of an upper speed reducer shell (30), a second worm wheel (35), a lower speed reducer shell (36), a second worm (38) and a first coupler (41);
the road sensing motor (29) is fixedly installed on a lower speed reducer casing (36), the output end of the road sensing motor (29) is coaxially connected with one end of a second worm (38) through a first coupler (41), two ends of the second worm (38) are installed on the inner side wall of the lower speed reducer casing (36) through deep groove ball bearings, a second worm wheel (35) is meshed with the second worm (38), the second worm wheel (35) is coaxially installed on an upper transmission shaft (34), one end of the upper transmission shaft (34) is installed on the inner side wall of the lower speed reducer casing (36), and the other end of the upper transmission shaft (34) is installed on the inner side wall of an upper speed reducer casing (30) through the deep groove ball bearings;
the upper shell (30) of the speed reducer and the lower shell (36) of the speed reducer are fixedly connected through bolts to form a shell of the speed reducer.
4. A motor-driven compound steer-by-wire system for a passenger vehicle according to claim 1, wherein:
the steering gear B consists of a steering rack box barrel (2), a rack (3), a rack bushing sleeve (4), a rack bushing (5), an O-shaped sealing ring (6), a steel wire retainer ring (7), a locking nut (9), an adjusting screw plug (10), a spiral spring (11), a rack supporting seat (12), a gasket (13), a needle bearing (14), a steering gear shaft (15), a steering pinion (59), a first deep groove ball bearing (16), a second deep groove ball bearing (18) and a lip-shaped sealing ring (20);
the outer wall of the steering rack box barrel (2) is fixedly connected with the inner wall of the lower speed-reducing steering shell (1), a rack bushing (5) is sleeved in a rack bushing sleeve (4), the outer sides of two ends of the rack bushing (5) are clamped and fixed on the inner side wall of the rack bushing (5) through steel wire check rings (7), the rack bushing (5) is sleeved on the outer side of a rack (3), the rack (3) is supported through the rack bushing (5), and a gap between the rack (3) and the rack bushing (5) is sealed through an O-shaped sealing ring (6);
the steering pinion (59) is coaxially and integrally processed at the front end of the steering gear shaft (15), the front end of the steering gear shaft (15) is installed on the inner side wall of the speed-reducing steering shell through a needle bearing (14), a first worm wheel (17) is coaxially installed in the middle of the steering gear shaft (15), the middle of the steering gear shaft (15) is rotatably supported and installed on the inner side wall of the speed-reducing steering shell through a first deep groove ball bearing (16), the rear end of the steering gear shaft (15) is installed on the inner side wall of the speed-reducing steering upper shell (21) through a second deep groove ball bearing (18), and a lip-shaped sealing ring (20) is installed between the outer side of the rear end of the steering gear shaft (15) and the inner side;
the rack (3) is supported and installed in the speed reduction steering shell through a rack supporting seat (12), a gasket (13) is arranged between the rack (3) and the rack supporting seat (12), an adjusting plug screw (10) is connected to the side wall of the speed reduction steering shell below the rack supporting seat (12) in a threaded mode, two ends of a spiral spring (11) are installed in a rack supporting seat (12) bottom surface spring mounting groove and an adjusting plug screw (10) top surface spring mounting groove respectively, a locking nut (9) is matched with external threads at the lower end of the adjusting plug screw (10), the axial distance of the adjusting plug screw (10) screwed in the speed reduction steering shell is adjusted, the meshing position of the rack (3) and a steering pinion (59) on the rack supporting seat (12) is adjusted, and the adjusting plug screw (10) is fixedly locked on the speed reduction steering shell through the locking nut (9).
5. The motor-driven compound steer-by-wire system of a passenger vehicle of claim 4, wherein:
the speed-reducing steering lower shell (1) consists of a lower shell body (101), a lower shell ear plate (102) and a lower shell rack drum (103), wherein the outer edge end surface of the lower shell body (101) is provided with a connecting hole for being butted and fixed with the speed-reducing steering upper shell (21) to form a speed-reducing steering shell; the two lower shell ear plates (102) are symmetrically arranged on two sides of the lower shell main body (101) and are respectively used for being fixedly connected with motor housings of the first steering execution motor (23) and the second steering execution motor (45); a lower casing rack section of thick bamboo (103) are located casing main part (101) lower extreme down, and the inner wall of a lower casing rack section of thick bamboo (103) links firmly with the outer wall of steering rack case bucket (2) to the support installation to inside rack (3) is realized, and it has the mounting hole to open on the bottom lateral wall of a lower casing rack section of thick bamboo (103) for installation adjustment plug screw (10).
6. A motor-driven compound steer-by-wire system for a passenger vehicle according to claim 1, wherein:
turn to driving shaft (32) lower extreme suit in torsion bar (33) upper end outside, and turn to driving shaft (32) and torsion bar (33) and radially leave the clearance, go up transmission shaft (34) upper end suit in torsion bar (33) lower extreme outside, and go up transmission shaft (34) and torsion bar (33) and radially leave the clearance, it has plastics to form the plastic pin to pour into in the clearance between turning to driving shaft (32) and torsion bar (33) and go up transmission shaft (34) and torsion bar (33), realizes that the moment of torsion that turns to driving shaft (32) passes through torsion bar (33) synchronous transmission to last transmission shaft (34).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921547567.5U CN210555103U (en) | 2019-09-18 | 2019-09-18 | Motor-driven composite steer-by-wire system of passenger vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921547567.5U CN210555103U (en) | 2019-09-18 | 2019-09-18 | Motor-driven composite steer-by-wire system of passenger vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210555103U true CN210555103U (en) | 2020-05-19 |
Family
ID=70627813
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921547567.5U Expired - Fee Related CN210555103U (en) | 2019-09-18 | 2019-09-18 | Motor-driven composite steer-by-wire system of passenger vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210555103U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110435756A (en) * | 2019-09-18 | 2019-11-12 | 吉林大学 | A kind of compound wire-controlled steering system of passenger car motor driven and rotating direction control method |
| CN111731377A (en) * | 2020-07-03 | 2020-10-02 | 安徽德孚转向***股份有限公司 | Electric power steering system for unmanned vehicle |
| CN115285211A (en) * | 2022-08-31 | 2022-11-04 | 奇瑞汽车股份有限公司 | Steering gear rack and pinion bearing structure |
-
2019
- 2019-09-18 CN CN201921547567.5U patent/CN210555103U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110435756A (en) * | 2019-09-18 | 2019-11-12 | 吉林大学 | A kind of compound wire-controlled steering system of passenger car motor driven and rotating direction control method |
| CN111731377A (en) * | 2020-07-03 | 2020-10-02 | 安徽德孚转向***股份有限公司 | Electric power steering system for unmanned vehicle |
| CN115285211A (en) * | 2022-08-31 | 2022-11-04 | 奇瑞汽车股份有限公司 | Steering gear rack and pinion bearing structure |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN210555103U (en) | Motor-driven composite steer-by-wire system of passenger vehicle | |
| CN105501293B (en) | A kind of electrohydraulic steering device for commercial car | |
| CN103241286A (en) | Hybrid power steering system | |
| CN110435756A (en) | A kind of compound wire-controlled steering system of passenger car motor driven and rotating direction control method | |
| CN209566974U (en) | A kind of circulating ball type electric steering device | |
| CN209870490U (en) | Vehicle wire-controlled steering device with redundant mechanism | |
| CN109625081B (en) | Intelligent hybrid power steering gear applied to commercial vehicle | |
| CN110588767B (en) | Multi-motor redundancy device and control method of wire-controlled steering system | |
| CN112660234A (en) | Double-motor steer-by-wire system of commercial vehicle | |
| CN215154991U (en) | Rack-assisted steer-by-wire system and rack-assisted steering device | |
| CN211196343U (en) | Multi-mode motor drive wire control steering system of passenger vehicle | |
| CN112249152B (en) | Electric power steering system of large commercial vehicle and control method thereof | |
| CN110696912A (en) | Multi-mode motor drive steer-by-wire system of passenger vehicle and steering control method thereof | |
| CN209870491U (en) | Electrohydraulic steering gear with redundant motor for advanced automatic driving tool | |
| CN1891553A (en) | Mounting structure of contactless torque angle sensor for electric booster steering system | |
| CN102167077A (en) | Active steering device for vehicles | |
| CN110884564B (en) | Electric servo angle steering gear | |
| CN216185449U (en) | A drive-by-wire a steering system for heavy commercial car | |
| CN205675100U (en) | A kind of electric power-assisted steering apparatus with active steering function | |
| CN112793659B (en) | Autonomous steering and power assisting dual-purpose redundant steering system and control method thereof | |
| CN113815721A (en) | A drive-by-wire a steering system for heavy commercial car | |
| CN113401216A (en) | Electric multi-mode steer-by-wire system and mode switching method thereof | |
| CN110949492B (en) | Wire-controlled steering fault-tolerant device and control method thereof | |
| CN215154989U (en) | Redundant steering system with dual purposes of autonomous steering and power assisting | |
| CN213862397U (en) | Electric motor car intelligence driving steer-by-wire system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200519 Termination date: 20210918 |