CN213008336U - Auxiliary system for vehicle and vehicle - Google Patents

Abstract

The utility model provides an auxiliary system and vehicle for vehicle belongs to vehicle technical field. The assist system for a vehicle includes: the detection module is used for detecting whether the steering rack swings and/or the steering shaft rotates; and the processing module is connected with the detection module and is used for controlling the power-assisted motor to provide reverse torque so that the wheels of the vehicle do not turn unexpectedly when the vehicle is in an acceleration state or a deceleration state, a steering wheel is not operated, and the steering rack swings and/or the steering shaft rotates. According to the technical scheme, under the condition that the wheels rotate unexpectedly, the booster motor sends opposite torque to offset the rotation of the steering shaft or the swing of the steering rack, and the wheels are prevented from rotating unexpectedly.

Description

Auxiliary system for vehicle and vehicle

Technical Field

The utility model relates to a vehicle technical field specifically relates to an auxiliary system and vehicle for vehicle.

Background

When the vehicle accelerates suddenly, a large torque is suddenly transmitted to the left transmission shaft and the right transmission shaft through the output shaft of the gearbox, the direction is pulled to one side due to different moments, the vehicle deviates from a set route, the longitudinal force of the tire cannot keep the maximum value, and ideal acceleration experience is difficult to provide. When the vehicle is in the time of the rapid deceleration, the vehicle can take place the axle load and shift, the axle load of vehicle front axle increases, the axle load of rear axle reduces, the brake force that the front axle was born is greater than the rear axle, simultaneously because the roughness and the local friction factor of road surface are different, can make the longitudinal force of the directive wheel of vehicle left and right sides inconsistent, lead to the tire to swing around the axis, therefore can cause the small amplitude swing of steering wheel when braking, influence driver's driving confidence, probably cause driver's maloperation simultaneously. Further, as can be seen from the tire adhesion ellipse, the oscillating tire cannot provide the maximum longitudinal force, so that the braking distance of the vehicle increases.

For the problem of vehicle torsion steering under the condition of vehicle rapid acceleration, the following solutions are provided in the existing technical scheme: (1) the arrangement height of the gearbox is reduced, and under the condition that performance parameters such as ground clearance, arrangement requirements, collision requirements and the like of the whole vehicle are not influenced, the arrangement height of the gearbox in a front cabin is properly reduced, and the height of the gearbox is adjusted to reduce the angle of a transmission shaft, so that the torque steering is reduced; (2) the left and right transmission shaft structures with equal length are adopted, the right transmission shaft is provided with an intermediate shaft, the intermediate shaft is fixed on an engine through a bracket, the angles of the transmission shafts on the left and right sides are approximately equal, and the torque steering is reduced for one time; (3) the rigidity of left and right transmission shafts at two ends of the differential is balanced, the diameter of the left transmission shaft is properly reduced to reduce the rigidity of the left transmission shaft on the premise of not influencing the strength, and meanwhile, the diameters of the right transmission shaft and the middle shaft are properly increased to improve the rigidity of the right transmission shaft on the premise of not influencing the clearance with peripheral parts, so that the rigidity of the left and right transmission shafts is close to the same, and the torque steering is reduced. To the problem that exists under foretell vehicle rapid deceleration operating mode, current technical scheme can not fine solution.

The inventor of the present application finds that the related art solutions only consider the mechanical aspect of the vehicle to reduce the effect of torque steering, but cannot solve the tire rolling situation during linear braking, and therefore cannot make the tire tread always contact the ground at an optimal angle to obtain the maximum longitudinal force under the situation.

SUMMERY OF THE UTILITY MODEL

An object of an embodiment of the present invention is to provide an auxiliary system for a vehicle and a vehicle for solving one or more of the above technical problems.

In order to achieve the above object, an embodiment of the present invention provides an assist system for a vehicle, the assist system including: the detection module is used for detecting whether the steering rack swings and/or the steering shaft rotates; and the processing module is connected with the detection module and is used for controlling the power-assisted motor to provide reverse torque so that the wheels of the vehicle do not turn unexpectedly when the vehicle is in an acceleration state or a deceleration state, a steering wheel is not operated, and the steering rack swings and/or the steering shaft rotates.

Optionally, the detection module includes: and the torque sensor is arranged on the steering shaft and used for detecting whether the steering shaft rotates or not.

Optionally, the detection module includes: and the angle sensor is arranged on the steering shaft and used for detecting whether the steering shaft rotates or not.

Optionally, the detection module includes: and the force sensor is arranged on the steering rack and used for detecting whether the steering rack swings or not.

Optionally, the detection module includes: and the displacement sensor is arranged on the steering rack and used for detecting whether the steering rack swings or not.

Optionally, the auxiliary system further includes: the processing module is also used for receiving the hand moment detected by the moment sensor and determining that the steering wheel is not operated under the condition that the hand moment does not exceed a preset value.

Optionally, the auxiliary system further includes: the pedal position sensor is connected with the processing module and used for detecting the action of an accelerator pedal and the action of a brake pedal; the inertial measurement unit IMU is connected with the processing module and used for detecting the longitudinal acceleration of the vehicle, and the processing module is also used for determining that the vehicle is in an acceleration state when the accelerator pedal acts and the longitudinal acceleration of the vehicle is greater than zero; and determining that the vehicle is in a decelerating state when the brake pedal is actuated and the longitudinal acceleration of the vehicle is less than zero.

Optionally, the booster motor is arranged on the steering shaft, at the gear or at the rack.

Optionally, the processing module is an electronic control unit ECU.

In another aspect, the present invention provides a vehicle provided with an assistance system for a vehicle as claimed in any one of the above.

According to the technical scheme, whether the wheels are unexpectedly steered or not is determined through the detected action condition of the steering rack and/or the steering shaft, and the swing problem of the front wheels of the vehicle is solved in a mode that the power-assisted motor provides reverse torque, so that the stability of the vehicle in the acceleration or deceleration process can be ensured, the performance of the vehicle is improved, and the user experience is improved.

Other features and advantages of embodiments of the present invention will be described in detail in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the embodiments of the invention, but do not constitute a limitation of the embodiments of the invention. In the drawings:

fig. 1 is a block diagram of an auxiliary system for a vehicle according to an embodiment of the present invention;

fig. 2 is a schematic view of an installation position of a detection module according to an embodiment of the present invention;

fig. 3 is a schematic flow chart of an auxiliary system for a vehicle according to an embodiment of the present invention.

Detailed Description

The following describes in detail embodiments of the present invention with reference to the accompanying drawings. It is to be understood that the description herein is only intended to illustrate and explain embodiments of the present invention, and is not intended to limit embodiments of the present invention.

Fig. 1 is a block diagram of an auxiliary system for a vehicle according to an embodiment of the present invention. As shown in fig. 1, the assistance system for a vehicle includes a detection module 10 and a processing module 20 connected to the detection module 10. The detection module 10 is configured to detect whether the steering rack swings and/or the steering shaft rotates, and the processing module 20 controls the assist motor to provide a reverse torque so that the wheels of the vehicle do not steer unexpectedly when the vehicle is in an acceleration state or a deceleration state, the steering wheel is not operated, and the steering rack swings and/or the steering shaft rotates.

For example, when the steering wheel is not operated and the vehicle is in an acceleration state or a deceleration state, it indicates that the driver does not want to change the driving direction of the vehicle during acceleration or deceleration, in which case if either one of the steering rack and the steering shaft is actuated, the wheels of the vehicle are undesirably deflected, and therefore the assist motor is required to provide a reverse torque to offset the motion of the steering rack and/or the steering shaft, so that the vehicle can stably maintain the current directional motion.

Optionally, the processing module in the embodiment of the present invention may be any module having calculation and data processing functions, for example, it may be an existing controller on the vehicle, or may be a controller separately used for the auxiliary system. The processing module is preferably an electronic control unit ECU.

The utility model discloses this embodiment provides a technical scheme, through the action condition of the steering rack that detects and/or steering spindle, confirm whether the wheel can take place unexpected the turning to solve the swing problem of vehicle front wheel through the mode that provides reverse moment by the helping hand motor, thereby can guarantee the stability of vehicle at acceleration or deceleration in-process, improve vehicle performance, promote user experience.

Alternatively, for the steering rack, the steering rack may swing during acceleration or deceleration of the vehicle, and thus the detection module may include a force sensor and/or a displacement sensor disposed on the steering rack, a detection value of the force sensor and/or the displacement sensor may be transmitted to the processing module, and the steering rack may be determined to swing when any one of the detection values of the force sensor and/or the displacement sensor is greater than a corresponding preset value.

Alternatively, for the steering shaft, the steering shaft may rotate during acceleration or deceleration of the vehicle, and thus the detection module may include a torque sensor or an angle sensor disposed on the steering shaft, and a detection value of the torque sensor and/or the angle sensor may be transmitted to the processing module, and in a case where any one of the detection values of the torque sensor and/or the angle sensor is greater than a corresponding preset value, it is determined that the steering shaft rotates.

Fig. 2 illustrates exemplary alternative mounting locations for the various sensors described above in the case of torque sensors, angle sensors, force sensors and/or displacement sensors. Here, the torque sensor and/or the angle sensor may be provided at the upper half portion and/or the lower half portion of the steering shaft 1, and the force sensor and/or the displacement sensor may be provided at the steering rack 2.

In some alternative embodiments, the processing module may determine whether the steering wheel is operated by a torque sensor disposed on the steering wheel. Specifically, the torque sensor may transmit the detected hand torque on the steering wheel to the processing module, and the processing module determines that the driver does not operate the steering wheel when determining that the hand torque does not exceed a preset value.

In some optional embodiments, the processing module may determine whether the vehicle is in an acceleration state or a deceleration state via the pedal position sensor and the inertial measurement unit IMU. Specifically, the pedal position sensor can detect working information of an accelerator pedal and a brake pedal and transmit related data to the processing module, the inertia measurement unit IMU can detect longitudinal acceleration information of the vehicle and transmit the related data to the processing module, the processing module judges that the vehicle is in an acceleration state under the condition that the accelerator pedal acts and the longitudinal acceleration of the vehicle is larger than zero, and judges that the vehicle is in a deceleration state under the condition that the brake pedal acts and the longitudinal acceleration of the vehicle is smaller than zero.

Now, the technical solution provided by the embodiment of the present invention is explained in detail with reference to fig. 3, and a specific flow of the auxiliary system for a vehicle provided by the embodiment of the present invention can be shown in fig. 3.

After the auxiliary system for the vehicle completes self-checking and is qualified, the auxiliary system can be in a working state.

Considering that a universal joint or other soft connection modes (such as rubber pads and the like) exist in the mechanical structure of the components, so that the detection result of the rotation on the steering shaft and/or the detection result of the swing of the steering rack can lag behind the detection result of the hand moment of the steering wheel, the hand moment of the steering wheel can be continuously detected firstly in the working process of the auxiliary system for the vehicle, and if the hand moment of the steering wheel is not less than 0.2Nm (the data can be set according to actual requirements), the driver can actively operate the steering wheel, so that the related functions of the auxiliary system for the vehicle can be suspended; if the hand torque of the steering wheel is less than 0.2Nm, which means that the driver is not actively operating the steering wheel, there may be a problem of unintended rotation of the wheels in an acceleration condition or a deceleration condition, so that the assist system for the vehicle needs to be continuously operated.

In the process of continuous operation of the auxiliary system, if it is detected that the driver presses the accelerator pedal and the longitudinal acceleration value Gx detected by the inertial measurement unit IMU is greater than 0, it indicates that the vehicle is accelerating at this time and the wheels are deflected unexpectedly, and similarly, if it is detected that the driver presses the brake pedal and the longitudinal acceleration value Gx detected by the inertial measurement unit IMU is less than 0, it indicates that the vehicle is decelerating at this time and the wheels are deflected unexpectedly.

In the event that an unintended deflection of the wheels is determined, it is necessary to determine the swinging of the steering rack and/or the turning of the steering shaft. For example, the swing of the steering rack may be determined from the detection results of the force sensor and/or the displacement sensor, and the rotation of the steering shaft may be determined from the detection results of the torque sensor and/or the angle sensor.

Specifically, if the hand torque a on the steering wheel is less than 0.2Nm, the accelerator pedal is stepped on, the longitudinal acceleration value Gx of the IMU of the vehicle is greater than 0 (the brake pedal is stepped on, and the longitudinal acceleration value Gx of the IMU of the vehicle is less than 0), the detection value X of the displacement sensor is not less than a certain preset value (the specific value can be set according to the actual requirement), the vehicle is about to turn unexpectedly, and the power-assisted motor determines the applied reverse torque according to the detection value of the displacement sensor so as to swing the steering rack, thereby avoiding the steering wheel of the vehicle from turning unexpectedly.

Or, if the hand torque a on the steering wheel is less than 0.2Nm, the accelerator pedal is pressed down, the longitudinal acceleration value Gx of the vehicle IMU is greater than 0 (the brake pedal is pressed down, the longitudinal acceleration value Gx of the vehicle IMU is less than 0), the detection value Y of the force sensor is not less than a certain preset value (the specific value can be set according to the actual requirement), the vehicle is about to turn unexpectedly, and the power-assisted motor determines the applied reverse torque according to the detection value of the force sensor to swing the steering rack, so that the steering wheel of the vehicle is prevented from turning unexpectedly.

Or, if the hand torque a on the steering wheel is less than 0.2Nm, the accelerator pedal is pressed down, the longitudinal acceleration value Gx of the vehicle IMU is greater than 0 (the brake pedal is pressed down, the longitudinal acceleration value Gx of the vehicle IMU is less than 0), the torque beta detected by the torque sensor is not less than a certain preset value (the specific value can be set according to the actual requirement), the vehicle is about to turn unexpectedly, and the power-assisted motor determines the applied reverse torque according to the detection value of the torque sensor so as to swing the steering rack, so that the steering wheel of the vehicle is prevented from turning unexpectedly.

Or, if the hand torque a on the steering wheel is less than 0.2Nm, the accelerator pedal is stepped on, the longitudinal acceleration value Gx of the vehicle IMU is greater than 0 (the brake pedal is stepped on, and the longitudinal acceleration value Gx of the vehicle IMU is less than 0), the angle detected by the angle sensor is alpha which is not less than a certain preset value (the specific value can be set according to the actual requirement), the vehicle is about to turn unexpectedly, and the power-assisted motor determines the applied reverse torque according to the detection value of the angle sensor so as to swing the steering rack, thereby avoiding the steering wheel of the vehicle from turning unexpectedly.

The utility model discloses this embodiment provides a technical scheme installs corresponding sensor additional on steering spindle or steering rack, can be at the in-process that the vehicle sharply accelerates or sharply decelerates, with the hand moment signal of steering wheel, the accelerator pedal signal of vehicle, brake pedal signal and IMU's acceleration signal judge whether the wheel has taken place unexpected rotation, under the unexpected pivoted condition of taking place, send the swing of opposite moment in order to offset the rotation of steering spindle or steering rack through the helping hand motor, guarantee that the wheel can not take place unexpected advance.

In addition, through above-mentioned technical scheme, under the vehicle is in the rapid acceleration or rapid deceleration operating mode, can guarantee that the tire tread contacts ground with the best sideslip angle all the time, according to tire adhesion tow face can know, under the condition that the wheel does not take place unexpected deflection, the tire can provide bigger longitudinal force, can make the vehicle reduce braking distance to improve acceleration performance and security performance, reinforcing driver's confidence.

In some alternative embodiments, the booster motor may be provided on the steering shaft, may be provided at the pinion, or may also be provided at the rack. The specific installation position of the power-assisted motor does not influence the steering assistance provided by the power-assisted motor for the vehicle.

Correspondingly, the embodiment of the utility model provides a vehicle is still provided, the vehicle is provided with the auxiliary system for vehicle as in any one above.

The above describes in detail optional implementation manners of embodiments of the present invention with reference to the accompanying drawings, however, the embodiments of the present invention are not limited to the details in the above implementation manners, and in the technical concept scope of the embodiments of the present invention, it is possible to perform various simple modifications on the technical solutions of the embodiments of the present invention, and these simple modifications all belong to the protection scope of the embodiments of the present invention.

It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, the embodiments of the present invention do not separately describe various possible combinations.

Those skilled in the art will understand that all or part of the steps in the method according to the above embodiments may be implemented by a program, which is stored in a storage medium and includes several instructions to enable a single chip, a chip, or a processor (processor) to execute all or part of the steps in the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

In addition, various different implementation manners of the embodiments of the present invention can be combined arbitrarily, and as long as it does not violate the idea of the embodiments of the present invention, it should be considered as the disclosure of the embodiments of the present invention.

Claims (10)

1. An assistance system for a vehicle, characterized in that the assistance system comprises:

the detection module is used for detecting whether the steering rack swings and/or the steering shaft rotates; and

and the processing module is connected with the detection module and is used for controlling the power-assisted motor to provide reverse torque so that the wheels of the vehicle do not turn unexpectedly when the vehicle is in an acceleration state or a deceleration state, a steering wheel is not operated, and the steering rack swings and/or the steering shaft rotates.

2. The assistance system according to claim 1, characterized in that said detection module comprises:

and the torque sensor is arranged on the steering shaft and used for detecting whether the steering shaft rotates or not.

3. The assistance system according to claim 1, characterized in that said detection module comprises:

and the angle sensor is arranged on the steering shaft and used for detecting whether the steering shaft rotates or not.

4. The assistance system according to claim 1, characterized in that said detection module comprises:

and the force sensor is arranged on the steering rack and used for detecting whether the steering rack swings or not.

5. The assistance system according to claim 1, characterized in that said detection module comprises:

and the displacement sensor is arranged on the steering rack and used for detecting whether the steering rack swings or not.

6. The assistance system according to claim 1, characterized in that it further comprises:

a torque sensor arranged on the steering wheel, connected with the processing module, and used for detecting hand torque on the steering wheel,

the processing module is further used for receiving the hand torque detected by the torque sensor and determining that the steering wheel is not operated under the condition that the hand torque does not exceed a preset value.

7. The assistance system according to claim 1, characterized in that it further comprises:

the pedal position sensor is connected with the processing module and used for detecting the action of an accelerator pedal and the action of a brake pedal;

an inertial measurement unit IMU connected with the processing module for detecting a longitudinal acceleration of the vehicle,

the processing module is further configured to:

determining that the vehicle is in an acceleration state when the accelerator pedal is actuated and the longitudinal acceleration of the vehicle is greater than zero; and

and when the brake pedal acts and the longitudinal acceleration of the vehicle is less than zero, determining that the vehicle is in a deceleration state.

8. The assistance system according to claim 1, wherein the assist motor is provided on a steering shaft, at a pinion, or at a rack.

9. Auxiliary system according to any of claims 1-8, characterized in that the processing module is an Electronic Control Unit (ECU).

10. A vehicle, characterized in that the vehicle is provided with an assistance system for a vehicle according to any one of claims 1-9.

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