CN114802443A - Steering wheel correction system, control method, steering wheel assembly and vehicle - Google Patents
Steering wheel correction system, control method, steering wheel assembly and vehicle Download PDFInfo
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- CN114802443A CN114802443A CN202210499391.0A CN202210499391A CN114802443A CN 114802443 A CN114802443 A CN 114802443A CN 202210499391 A CN202210499391 A CN 202210499391A CN 114802443 A CN114802443 A CN 114802443A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/021—Determination of steering angle
- B62D15/0245—Means or methods for determination of the central position of the steering system, e.g. straight ahead position
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Abstract
本发明涉及一种方向盘校正系统、控制方法、方向盘组件以及车辆。方向盘校正系统包括驱动器监测组件以及控制器。驱动器配置为与车辆的方向盘连接，并可驱动方向盘相对转向柱转动。监测组件包括第一监测件和第二监测件，分别用于获取表征方向盘相对于设定正中位置的偏转程度的第一特征及表征车辆车轮的转向状态的第二特征。控制器与第一监测件和第二监测件通讯连接，且被配置为当第二特征表示车轮处于直行状态且第一特征表示方向盘偏转，控制驱动器驱动方向盘相对转向柱转至正中位置。当车轮为直行状态，且方向盘偏转时，说明方向盘与车轮方向不匹配，存在歪斜情况，即可控制驱动器驱动方向盘相对转向柱转动，直至方向盘转至正中位置，实现校正。
The present invention relates to a steering wheel correction system, a control method, a steering wheel assembly and a vehicle. The steering wheel correction system includes a drive monitoring assembly and a controller. The driver is configured to be coupled to the steering wheel of the vehicle and to drive the steering wheel to rotate relative to the steering column. The monitoring assembly includes a first monitoring piece and a second monitoring piece, respectively used to obtain a first feature representing the degree of deflection of the steering wheel relative to the set center position and a second feature representing the steering state of the vehicle wheels. The controller is connected in communication with the first monitoring member and the second monitoring member, and is configured to control the driver to drive the steering wheel to a neutral position relative to the steering column when the second characteristic indicates that the wheel is in a straight-forward state and the first characteristic indicates that the steering wheel is deflected. When the wheels are in a straight state and the steering wheel is deflected, it means that the steering wheel does not match the direction of the wheels, and there is a skew condition. The driver can be controlled to drive the steering wheel to rotate relative to the steering column until the steering wheel is turned to the center position to achieve correction.
Description
Technical Field
The invention relates to the technical field of vehicle steering systems, in particular to a steering wheel correction system, a control method, a steering wheel assembly and a vehicle.
Background
When the load of a vehicle is changed, the steering system of the vehicle is interfered to cause the deflection of a steering wheel to be incorrect, particularly, when a truck with a non-independent suspension structure of which a suspension system adopts a longitudinally-arranged steel plate spring is loaded, the change of the no-load and full-load axle load can cause the deformation of the steel plate spring before and after the loading of goods to cause the interference problem with a steering transmission mechanism, thereby causing the deflection of the steering wheel to be incorrect when wheels move straightly. The steering wheel is an important part for a driver to sense and control the vehicle to run, and the deflection of the steering wheel in a straight running state not only directly influences the sensory experience of the driver, but also easily leads the driver to be tense and tired and influences the running safety.
The current solutions generally aim to reduce the steering wheel slip angle by controlling the amount of interference during the design phase, but do not eliminate this phenomenon, which is unacceptable to a small number of truck users. The problem that the steering wheel can only be readjusted when the steering wheel is deflected is solved completely, a user needs to go to a service station for adjustment, but the user goes to the service station for adjustment after goods are loaded and unloaded each time, and the steering wheel deflection adjusting method is neither practical nor economical.
Disclosure of Invention
In view of the above, it is necessary to provide a steering wheel correction system, a control method, a steering wheel assembly, and a vehicle capable of adjusting a steering wheel in view of the above-described problems.
A steering wheel correction system for a vehicle, comprising:
the driver is configured to be connected with a steering wheel of the vehicle and can drive the steering wheel to rotate relative to a steering column of the vehicle;
a monitoring assembly comprising a first monitoring member for acquiring a first characteristic indicative of a degree of deflection of the steering wheel relative to a set neutral position and a second monitoring member for acquiring a second characteristic indicative of a steering state of the vehicle wheels; and
a controller communicatively coupled to the first and second monitoring members and configured to control the actuator to rotate the steering wheel to the neutral position relative to the steering column when the second characteristic indicates that the wheel is in a straight position and the first characteristic indicates that the steering wheel is deflected.
According to the steering wheel correction system, the deflection information of the steering wheel is obtained through the first monitoring piece, and the steering state of the wheels is obtained through the second monitoring piece. When the wheels are in a straight-going state and the steering wheel deflects, the situation that the steering wheel is not matched with the direction of the wheels and is skewed is explained, namely the driver can be controlled to drive the steering wheel to rotate relative to the steering column until the steering wheel rotates to the center position, and correction is realized. Therefore, a user can timely and conveniently start the steering wheel correction by himself or herself through the steering wheel correction system under the condition that the steering wheel is inclined due to obvious changes of vehicle loads and the like.
In one embodiment, the first monitoring element includes a first angle measurer, the first angle measurer is disposed on the steering wheel, and the first characteristic includes a rotation angle signal of the steering wheel acquired by the first angle measurer;
and/or the second monitoring member includes a second angle measuring device disposed in a steering mechanism of the wheel, and the second characteristic includes a rotation angle signal of the steering mechanism acquired by the second angle measuring device.
In one embodiment, the steering wheel correction system further comprises an interactive button for responding to a user-triggered correction instruction;
the controller is connected with the interactive button in a communication mode and is configured to execute the following steps when responding to the correction instruction: when the second characteristic represents that the wheels are in a straight-going state and the first characteristic represents that the steering wheel deflects, controlling the driver to drive the steering wheel to rotate to the on-center position relative to the steering column.
In one embodiment, the actuator is configured to be coupled between the steering column and the steering wheel and configured to have a first state that allows the steering wheel to rotate relative to the steering column and a second state that allows the steering wheel to rotate in synchronization with the steering column;
when the second characteristic represents that the wheels are in a straight-going state and the first characteristic represents that the steering wheel deflects, the controller controls the driver to switch from the second state to the first state so as to drive the steering wheel to rotate relative to the steering column.
In one embodiment, the steering wheel correction system further comprises a reminder, and the controller is in communication connection with the reminder;
when the second characteristic shows that the wheel is in a non-straight running state, the controller controls the reminder to send a signal for reminding a user to adjust the wheel to a straight running state, or controls a steering device of the vehicle to drive the wheel to steer to the straight running state.
A control method of a steering wheel correction system, comprising the steps of:
acquiring a first characteristic and a second characteristic of a vehicle; wherein the first characteristic is indicative of a degree of deflection of a steering wheel of the vehicle relative to a set neutral position, the second characteristic is indicative of a steering state of the vehicle wheels, the steering wheel being connected to a steering column of the vehicle via a drive;
when the second characteristic represents that the wheels are in a straight running state and the first characteristic represents that the steering wheel deflects, the driver is controlled to drive the steering wheel to rotate to the middle position relative to the steering column.
In one embodiment, before the obtaining the first and second characteristics of the vehicle, the method further comprises the steps of:
in response to a user-triggered corrective instruction.
In one embodiment, after the obtaining the first characteristic and the second characteristic of the vehicle, the method further comprises the steps of:
when the second characteristic shows that the wheel is in a non-straight running state, a reminder is controlled to send out a command for reminding a user to adjust the wheel to a straight running state, or a steering device of the vehicle is controlled to drive the wheel to steer to a straight running state.
A steering wheel assembly for a vehicle, comprising:
a steering wheel;
the driver comprises a fixed end and a driving end, the fixed end is configured to be fixedly connected with a steering column of a vehicle, and the driving end is connected with the steering wheel; the driver is configured to have a first state that allows the steering wheel to rotate relative to the steering column and a second state that allows the steering wheel to rotate in synchronization with the steering column;
when the wheels of the vehicle are in a straight running state and the steering wheel deflects relative to a set neutral position, the driver is controlled to drive the steering wheel to rotate relative to the steering column to the neutral position.
A vehicle comprises the steering wheel correction system or the steering wheel assembly.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic structural diagram of a steering wheel calibration system according to an embodiment of the present invention;
FIG. 2 is a block diagram of the steering wheel correction system shown in FIG. 1;
FIG. 3 is a schematic view of the structure of the main axle of the steering axle and the wheels of the vehicle according to an embodiment of the present invention;
fig. 4 is a flowchart illustrating a control method of the steering wheel correction system according to an embodiment of the present invention.
100. A steering wheel correction system; 10. a driver; 11. a main body; 13. an output shaft; 20. a monitoring component; 21. a first angle measurer; 30. a controller; 50. a steering wheel; 71. a steering column; 73. a steering column support; 81. a wheel; 83. a main shaft; 91. an interactive button; 93. and a reminder.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
It will be understood that when an element is referred to as being "secured to" or "disposed on" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein are for illustrative purposes only and do not denote a unique embodiment.
Referring to fig. 1 and 2, a steering wheel calibration system 100 for a vehicle according to an embodiment of the present invention includes a driver 10, a monitoring component 20, and a controller 30. The actuator 10 is configured to be coupled to a steering wheel 50 of a vehicle and to drive the steering wheel 50 to rotate relative to a steering column 71 of the vehicle. The monitoring assembly 20 includes a first monitoring member for acquiring a first characteristic indicative of the degree of deflection of the steering wheel 50 relative to a set neutral position, and a second monitoring member (not shown) for acquiring a second characteristic indicative of the steering state of the vehicle wheels 81 (shown in fig. 3). The controller 30 is communicatively coupled to the first and second monitoring members and configured to control the actuator 10 to rotate the steering wheel 50 to a neutral position relative to the steering column 71 when the second characteristic indicates that the wheels 81 are in a straight state and the first characteristic indicates that the steering wheel 50 is deflected.
The steering column 71 is a conventional component in a steering system of a vehicle, and is connected between the steering wheel 50 and a steering gear, and is used for transmitting steering torque applied to the steering wheel 50 by a driver to the steering gear. The first and second characteristics may be angle information representing the rotation angles of the steering wheel 50 and the wheels 81, respectively, in which case the angle information may be acquired by, but not limited to, an angle sensing device or the like. The first feature and the second feature may also be offset information indicating a relative reference position of a certain reference point on the steering wheel 50 and the wheel 81 (the reference position of the wheel 81 may be a plane perpendicular to the bridge, the reference point may be any position on the wheel 81 outside the central axis of the wheel 81, the reference position of the steering wheel 50 may be a central position mentioned in this application, and the reference point may be any position on the steering wheel 50 outside the central axis of the wheel), where the offset information may be, but is not limited to, obtained by image information obtained by an image collector or the like.
The set neutral position of the steering wheel 50 is a position corresponding to the steering wheel 50 when the vehicle is steered straight in a normal state in the design, and the steering wheel 50 is deflected, that is, the steering wheel 50 is not in the neutral position and is deflected from the neutral position. It is understood that the neutral position is a unique value, the steering wheel 50 can be rotated more than 360 °, and when the steering wheel 50 is rotated by 360 °, 720 °, etc. for the whole circle, the position of the steering wheel 50 after the rotation can be the same as the neutral position, but it is also considered as being deviated from the neutral position. When the wheels 81 are in a straight-ahead state, the steering wheel 50 should be in the neutral position in the normal state, and if the steering wheel 50 is not in the neutral position, the steering wheel is skewed and needs to be corrected. The controller 30 controls the driver 10 to drive the steering wheel 50 to rotate relative to the steering column 71, i.e. to implement the correction process. The controller 30 may be a separate unit module or may be integrated into the vehicle control system.
The steering wheel correcting system 100 acquires the yaw information of the steering wheel 50 by the first monitoring element, and acquires the steering state of the wheels 81 by the second monitoring element. When the wheels 81 are in a straight-ahead state and the steering wheel 50 is deflected, the driver 10 can be controlled to drive the steering wheel 50 to rotate relative to the steering column 71 until the steering wheel 50 rotates to the middle position, so that the correction is realized, wherein the steering wheel 50 is not matched with the direction of the wheels 81 and is deflected. In this way, the user can start the steering wheel 50 to correct the steering wheel in time and conveniently by himself/herself through the steering wheel correction system 100 under the condition that the steering wheel 50 may be skewed due to a significant change in the vehicle load or the like.
Further, the actuator 10 is configured to be connected between the steering column 71 and the steering wheel 50, and is configured to have a first state in which the steering wheel 50 is allowed to rotate relative to the steering column 71, and to have a second state in which the steering wheel 50 is allowed to rotate in synchronization with the steering column 71. When the second characteristic indicates that the wheels 81 are in the straight state and the first characteristic indicates that the steering wheel 50 is deflected, the controller 30 controls the driver 10 to switch from the second state to the first state to drive the steering wheel 50 to rotate relative to the steering column 71.
When the second characteristic indicates that the wheels 81 are in a straight state and the first characteristic indicates that the steering wheel 50 is deflected, the driver 10 is switched to the first state, and the steering wheel 50 can perform a correction work by rotating relative to the steering column 71. When the driver 10 is in the second state, the steering column 71 and the steering wheel 50 are synchronously rotated by the driver 10, and at this time, the steering wheel 50 can drive the steering column 71 to rotate so as to meet the normal steering operation requirement of the driver. It will be appreciated that the normal state of the actuator 10 is the second state in order to enable the steering wheel 50 to be used normally, and the actuator 10 is switched to the first state to automatically switch back to the second state after the steering wheel 50 is driven to rotate relative to the steering column 71.
The coupling of the actuator 10 between the steering column 71 and the steering wheel 50 effectively directly drives the steering wheel 50 to rotate relative to the steering column 71, and the actuator occupies a small space, does not require a special installation space, and can be directly integrated into the steering wheel 50 or the steering column 71.
In this embodiment, the actuator 10 includes a main body 11 and an output shaft 13, and the main body 11 is fixed to the steering column 71 and rotates in synchronization with the steering column 71. The steering wheel 50 is fixed to the output shaft 13 and rotates in synchronization with the output shaft 13. When the driver 10 is in the first state, the output shaft 13 is rotatable relative to the main body 11. When the driver 10 is in the second state, the output shaft 13 is fixed relative to the main body 11 and rotates synchronously with the main body 11.
The main body 11 of the actuator 10 is fixed to the steering column 71 and rotates in synchronization therewith, the steering wheel 50 is fixed to the output shaft 13 and rotates in synchronization therewith, and the steering wheel 50 is connected to the steering column 71 via the actuator 10. When the steering wheel 50 is tilted and needs to be corrected, the output shaft 13 rotates to drive the steering wheel 50 fixed thereon to rotate, and the steering wheel 50 also rotates relative to the steering column 71 fixed on the main body 11. In the case where the steering wheel 50 is not needed to be corrected or is not in the process of being corrected, in order to meet the requirement of normal steering use, the output shaft 13 is fixedly locked relative to the main body 11, that is, the steering wheel 50 is fixedly locked relative to the steering column 71, and the steering operation can be normally performed.
The main body 11 is a part controlled by the controller 30 and generates steering power, and the output shaft 13 is a transmission shaft for transmitting the steering power generated by the main body 11. The steering power generated by the main body 11 drives the output shaft 13 and the main body 11 to rotate relatively, so that the main body 11 and the steering wheel 50 can be fixed, and the output shaft 13 and the steering column 71 can be fixed. Specifically, the driver 10 is a motor, the main body 11 is a motor body, and the output shaft 13 is a rotating shaft of the motor. The body 11 of the driver 10 may not directly generate steering power by itself, but may be controlled to transmit power from other power units on the vehicle to drive the output shaft 13 to rotate.
In other embodiments, the steering wheel 50 may be directly rotatably connected to the steering column 71, and the driver 10 only needs to be capable of being in transmission connection with the steering wheel 50 to drive the steering wheel 50 to rotate relative to the steering column 71 in the first state and lock the steering wheel 50 relative to the steering column 71 in the second state, which is not particularly limited herein.
Further, the first monitoring device includes a first angle measuring device 21, the first angle measuring device 21 is disposed on the steering wheel 50, and the first characteristic includes a rotation angle signal of the steering wheel 50 acquired by the first angle measuring device 21. And/or the second monitoring element may include a second angle measuring device disposed in the steering mechanism of the wheel 81, and the second characteristic may include a rotation angle signal of the steering mechanism obtained by the second angle measuring device.
The rotation angle signal of the steering wheel 50 includes a rotation angle of the steering wheel 50 with respect to the neutral position. The steering angle signal of the steering mechanism comprises the steering angle of the wheels 81 relative to the bridge spindle 83. The rotation angle of the steering wheel 50 refers to an angle through which the steering wheel 50 rotates about its rotation axis in a centered position with respect to itself. As shown in fig. 3, the steering angle of the wheel 81 is the angle α between the plane a perpendicular to the circumference of the outer edge of the wheel 81 and the main axis 83 of the steer axle. The included angle α is 90 degrees when the wheel 81 is in a straight running state, and is greater than or less than 90 degrees when the wheel 81 is in a non-straight running state (i.e., a turning state).
The steering mechanism is a component of the vehicle that directly drives the wheels 81 to rotate, and through which the true steering state of the wheels 81 can be obtained. The specific structure thereof is not limited herein.
In this case, the first angle measuring device 21 and the second angle measuring device directly measure the turning angle of the steering wheel 50 and the steering angle of the wheels 81, and thus the degree of deflection of the steering wheel 50 and the steering state of the wheels 81 can be directly and specifically reflected, which contributes to simplification of the control and reduction of the hardware requirement for the controller 30.
In one embodiment, the first angle measurer 21 is mounted to the output shaft 13 and measures the rotation angle of the output shaft 13 with an external fixing mechanism as a reference. Since the steering wheel 50 and the output shaft 13 are fixed to each other and rotate synchronously, the rotational angle of the output shaft 13 matches the rotational angle of the steering wheel 50. The external fixing mechanism refers to a structure fixed in angle and position, such as the steering column support 73, the instrument desk or the vehicle body, etc., outside the steering wheel correction system 100. Therefore, the rotation angle of the steering wheel 50 with respect to the steering column 71 can be obtained by measuring the rotation angle of the output shaft 13 itself with reference to the external fixing mechanism. Specifically, the first angle measuring device 21 includes a fixed portion and a rotating portion coaxially disposed, the fixed portion is fixed to the external fixing mechanism, the rotating portion is fixedly connected to the output shaft 13 and rotates synchronously with the output shaft 13, and a rotation angle of the rotating portion relative to the fixed portion is a rotation angle of the output shaft 13, that is, a rotation angle of the steering wheel 50.
In one embodiment, a second angle measurer is provided on the main shaft 83 and the knuckle of the steer axle to monitor the angle of rotation of the knuckle relative to the main shaft 83. The steering axle is an axle for bearing steering function, a steering knuckle is rotationally fixed on a main shaft 83 of the steering axle through a pin shaft, and wheels 81 are connected to the steering knuckle. When the knuckle is driven to rotate around the pin shaft, the wheel 81 can be driven to rotate, and steering is achieved. The angle of rotation of the steering knuckle with respect to the main axle 83 of the steer axle, i.e., the angle of rotation of the wheel 81 with respect to the main axle 83 of the steer axle, is measured for determining whether the wheel 81 is in a straight-ahead condition. It can be understood that the second angle measuring device may also be installed at other positions such as the knuckle arm and the pin shaft, and only needs to be able to accurately measure the steering angle of the wheel 81, which is not specifically limited herein.
In some embodiments, steering wheel correction system 100 also includes an interactive button 91 for responding to a user-triggered correction instruction. The controller 30 is communicatively coupled to the interactive button 91 and configured to perform, in response to the calibration command: when the second characteristic indicates that the wheels 81 are in a straight traveling state and the first characteristic indicates that the steering wheel 50 is deflected, the control actuator 10 controls the operation of rotating the steering wheel 50 to the neutral position with respect to the steering column 71.
The interactive buttons 91 may be, but are not limited to, locations that are installed in the cab for easy operation by the user. The interactive button 91 may be used as a switch for starting the calibration of the steering wheel 50, and the user may actively start the calibration of the steering wheel 50 through the exchange button after each loading or unloading of goods. The interactive button 91 may be a switch button, a keyboard button, or a touch screen button, and the specific form is not limited.
In some embodiments, the steering wheel alignment system 100 further includes a reminder 93, and the controller 30 is communicatively coupled to the reminder 93. When the second characteristic indicates that the wheel 81 is in the non-straight-driving state, the controller 30 controls the reminder 93 to send a signal for reminding a user to adjust the wheel 81 to the straight-driving state, or controls a steering device of the vehicle to drive the wheel 81 to steer to the straight-driving state.
The signal for reminding the user may be sound, light, or characters, icons, etc. directly displayed on the operation screen, and the corresponding reminder 93 may be a buzzer, an LED warning light, a display screen, etc.
In this embodiment, before determining whether the steering wheel 50 is deflected, the wheel 81 is aligned, and after the wheel 81 is in a straight state, whether the steering wheel 50 is deflected can be determined directly by determining whether the steering wheel 50 is deflected at this time, which is helpful to simplify the determination logic and improve the accuracy of the determination structure.
In other embodiments, the controller 30 can also control the reminder 93 to issue other signals according to the first and second characteristics.
Other signals can be different sounds, different colors or different durations and the like, and can also be a mixture of various modes such as sounds, lights and the like, and only the requirement that the user can distinguish different signals is met. The different signals help the user to identify the vehicle state to make the next operation according to the different vehicle states.
In one example, when the second characteristic indicates that the wheel 81 is in the non-straight-running state, the controller 30 controls the reminder 93 to send a signal for reminding the user to adjust the wheel 81 to the straight-running state as the first indication signal. The first indication signal may be a short signal lasting for a certain period of time or may be a continuous signal continuously sent until the wheel 81 turns to the straight running state.
When the user receives the first signal, that is, when the user indicates that the wheel 81 is not in the straight-moving state, the wheel 81 can be adjusted to be in the straight-moving state by automatically or manually turning the steering wheel 50, and when the first indication signal is a continuous signal, the user adjusts the direction of the wheel 81 after receiving the first indication signal, and the first indication signal disappears as a signal for adjusting the wheel 81 to be in the straight-moving state.
In another example, when the second characteristic indicates that the wheels 81 are in the straight state and the first characteristic indicates that the steering wheel 50 is in the neutral position, the controller 30 controls the reminder 93 to emit the second indication signal.
The steering wheel 50 is in the center position, i.e. no deflection is considered, the wheels 81 are in straight line and the steering wheel 50 is not deflected, which shows that the state of the steering wheel 50 matches the direction of the wheels 81, the steering wheel 50 is in an accurate direction, and no deflection exists. In other words, when the user receives the second instruction signal, it is described that the angle of the steering wheel 50 is normal, and the user can operate the steering wheel 50 with ease. It is understood that the second indication signal may be generated because the steering wheel 50 itself is accurate in direction without adjustment before the steering wheel calibration system 100 is activated, or may be generated because the steering wheel 50 is calibrated to be accurate.
In another example, when the second characteristic indicates that the wheel 81 is in a straight state and the first characteristic indicates that the steering wheel 50 is deflected, the controller 30 controls the reminder 93 to emit a third indication signal.
The wheel 81 is in a straight-going state and the steering wheel 50 is deflected, which means that the steering wheel 50 is not matched with the direction of the wheel 81, the steering wheel 50 is not in an accurate direction and is inclined. Before use, correction operation is required. The third indication signal may also provide an indication to adjust the direction of the wheel 81 together with the second indication signal, when the wheel 81 is adjusted to receive the second indication signal or the third indication signal, that is, the wheel 81 is right. Therefore, when the first indication signal is a continuous signal, the user may use the disappearance of the first indication signal as a signal for determining that the wheel 81 is upright, and the reminder 93 may not send the third indication signal.
As explained below in connection with the above three kinds of indication signals as a whole, the rotation angles of the wheel 81 and the steering wheel 50 are classified into three detection states, a first detection state: the wheel 81 is in a non-straight-going state; the second detection state: the wheels 81 are in a straight-going state, and the steering wheel 50 has a turning angle; the third detection state: the wheels 81 are in a straight-ahead state and there is no turning angle of the steering wheel 50. In the first detection state, the reminder 93 sends a first indication signal, and the wheel 81 is adjusted to enter the second detection state or the third detection state until the wheel is in the straight running state, in other words, when the reminder 93 sends a second indication signal, a third indication signal or the first indication signal disappears, it indicates that the wheel 81 has been turned to the straight running state. When the second detection state is detected, the reminder 93 sends a third indication signal to start the correction, the second state is entered after the correction is completed, and the reminder 93 sends a second indication signal to prompt the user that the correction is completed, so that the steering wheel 50 can be used safely. In the third state, the steering wheel 50 is normally oriented without any deflection, and no extra operation is required.
In the steering wheel calibration system 100, when the user uses the system, the user first turns on the steering wheel 50 to calibrate through the interactive button 91. When the second angle measuring device detects that the wheel 81 is in the non-straight state, the reminder 93 sends a signal, and after receiving the signal, the user can manually rotate the steering wheel 50 until the wheel 81 is in the straight state, and at this time, if the first angle measuring device 21 measures that the steering wheel 50 deflects, the controller 30 controls the driver 10 to switch to the first state to drive the steering wheel 50 to rotate relative to the steering column 71 until the deflection of the steering wheel 50 is eliminated and the steering wheel 50 is returned to the neutral position. The steering wheel 50 returns to the neutral position and the reminder 93 issues a second indication to the user that the correction is complete. After the correction is completed, the driver 10 is in the second state, the steering wheel 50 rotates synchronously with respect to the steering column 71, and the driver can use the steering wheel 50 to drive the steering column 71 to rotate through the driver 10 to realize normal steering operation.
On the other hand, referring to fig. 4, the present invention further provides a control method of the steering wheel calibration system 100, including the following steps:
s10, acquiring a first characteristic and a second characteristic of the vehicle; wherein the first characteristic is indicative of a degree of deflection of the steering wheel 50 of the vehicle relative to a set neutral position, the second characteristic is indicative of a steering state of the vehicle wheels 81, the steering wheel 50 being connected to the steering column 71 of the vehicle via the actuator 10;
s30, when the second characteristic indicates that the wheels 81 are in the straight running state and the first characteristic indicates that the steering wheel 50 is deflected, the control driver 10 drives the steering wheel 50 to rotate to the neutral position with respect to the steering column 71.
In this embodiment, the steering wheel calibration system 100 may be the steering wheel calibration system 100 mentioned in any of the above embodiments, and includes the driver 10, the monitoring assembly 20, and the controller 30. The monitoring assembly 20 includes a first monitoring member for acquiring a first characteristic indicative of a degree of deflection of the steering wheel 50 relative to a set neutral position, and a second monitoring member for acquiring a second characteristic indicative of a steering state of the vehicle wheels 81. The actuator 10 is configured to drive the steering wheel 50 to rotate relative to the steering column 71. The controller 30 is communicatively coupled to the first and second monitoring members and configured to control the driver 10 to drive the steering wheel 50 to rotate to a neutral position relative to the steering column 71 when the second characteristic indicates that the wheels 81 are in a straight-ahead state and the first characteristic indicates that the steering wheel 50 is deflected.
Whether the steering wheel 50 is skewed is determined by acquiring the information on the degree of deflection of the steering wheel 50 and the steering state of the wheels 81. If the wheel 81 is in a straight-ahead state, but the steering wheel 50 is deflected, the direction correspondence between the steering wheel 50 and the wheel 81 is inaccurate, and the steering wheel is skewed. At this time, the control actuator 10 drives the steering wheel 50 to rotate to the center position with respect to the steering column 71, and at this time, the direction of the wheels 81 matches with that, and the steering wheel 50 is corrected to eliminate the skew.
Further, before the first characteristic and the second characteristic of the vehicle are obtained, the method further comprises the following steps: in response to a user-triggered corrective instruction.
In this embodiment, the steering wheel correction system 100 further comprises an interactive button 91, through which the correction command is triggered by the user. And after triggering, in response to performing: when the second characteristic indicates that the wheels 81 are in a straight traveling state and the first characteristic indicates that the steering wheel 50 is deflected, the operation of the control driver 10 driving the steering wheel 50 to rotate to the on-center position with respect to the steering column 71 is controlled.
The instruction triggered by the user is used as an instruction for controlling the steering wheel correction system 100 to start working, and the subsequent information acquisition and correction programs are started according to the instruction sent by the user.
Further, after the first and second characteristics of the vehicle are obtained, the method further comprises the steps of: when the second characteristic indicates that the wheel 81 is in a non-straight running state, the control reminder 93 sends out a command for reminding a user to adjust the wheel 81 to a straight running state, or controls a steering device of the vehicle to drive the wheel 81 to steer to a straight running state.
The steering wheel calibration system 100 includes a reminder 93, and the controller 30 is communicatively connected to the reminder 93 and controls the reminder 93 to send a signal. The signal for reminding the user may be sound, light, or characters, icons, etc. directly displayed on the operation screen, and the corresponding reminder 93 may be a buzzer, an LED warning light, a display screen, etc.
In order to ensure that whether the steering wheel 50 is skewed or not can be accurately detected subsequently, the wheel 81 is aligned, and after the wheel 81 is in a straight running state, whether the steering wheel 50 is skewed or not can be determined directly by judging whether the steering wheel 50 deflects or not, so that the judgment logic is simplified, and the accuracy of a judgment structure is improved.
In another aspect, the present invention provides a steering wheel assembly including a steering wheel 50 and a driver 10. The actuator 10 includes a fixed end configured to be fixedly secured to a steering column 71 of the vehicle and a driving end coupled to the steering wheel 50. The actuator 10 is configured to have a first state that allows the steering wheel 50 to rotate relative to the steering column 71 and a second state that allows the steering wheel 50 to rotate in synchronization with the steering column 71. When the wheels 81 of the vehicle are in a straight running state and the steering wheel 50 is deflected relative to the set neutral position, the driver 10 is controlled to drive the steering wheel 50 to rotate 51 relative to the steering column to the neutral position.
The set neutral position of the steering wheel 50 is a position corresponding to the steering wheel 50 when the vehicle is steered straight in a normal state in the design, and the steering wheel 50 is deflected, that is, the steering wheel 50 is not in the neutral position and is deflected from the neutral position. It is understood that the neutral position is a unique value, the steering wheel 50 can be rotated more than 360 °, and when the steering wheel 50 is rotated by 360 °, 720 °, etc. for the whole circle, the position of the steering wheel 50 after the rotation can be the same as the neutral position, but it is also considered as being deviated from the neutral position. When the wheels 81 are in a straight-ahead state, the steering wheel 50 should be in the neutral position in the normal state, and if the steering wheel 50 is not in the neutral position, the steering wheel is skewed and needs to be corrected. The controller 30 controls the driver 10 to drive the steering wheel 50 to rotate relative to the steering column 71, i.e. to implement the correction process. In order to enable the steering wheel 50 to be used normally, the normal state of the actuator 10 is the second state, and when the wheels 81 of the vehicle are in the straight running state and the steering wheel 50 is deflected from the set neutral position, the actuator 10 is controlled to switch to the first state to drive the steering wheel 50, so that the steering wheel can be rotated relative to the steering column 71. When the actuator 10 is controlled to drive the steering wheel 50 to a neutral position relative to the steering column, the actuator is controlled to switch back to the second state.
The steering wheel 50 is fixed to the steering column 71 by the actuator 10 and is driven to rotate relative to the steering column 71 by the actuator 10. Whether the wheel 81 is in the straight running state and whether the steering wheel 50 is deflected can be detected by a sensor of the vehicle itself or by visual observation. The actuator 10 may be controlled by a control system of the vehicle, or the actuator 10 may be manually controlled by a user by providing a steering switch on the actuator itself.
The steering wheel assembly described above can be used to angularly adjust the steering wheel 50 relative to the steering column 71 by rotating the steering wheel 50 in the first state of the drive 10 to correct for the occurrence of a skew in the steering wheel 50. And during normal driving, the driver 10 is in the second state, and the steering wheel 50 can drive the steering column 71 to synchronously rotate through the driver 10, so that the steering operation is normally performed.
The driver 10 in this embodiment may further have any description about the driver 10 in the above embodiments, which is not repeated herein.
The invention also provides a vehicle comprising the steering wheel correction system 100 or the steering wheel assembly.
The vehicle mounted with the steering wheel correction system 100 or the steering wheel assembly can actively correct the steering wheel 50 after loading and unloading goods, thereby thoroughly eliminating the problem of steering wheel 50 deflection error caused by the deformation of the leaf spring due to load change and improving the driving experience of a driver. Such a calibration is convenient and economical compared to going to a service station.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A steering wheel correction system for a vehicle, the steering wheel correction system comprising:
the driver is configured to be connected with a steering wheel of the vehicle and can drive the steering wheel to rotate relative to a steering column of the vehicle;
a monitoring assembly comprising a first monitoring member for acquiring a first characteristic indicative of a degree of deflection of the steering wheel relative to a set neutral position and a second monitoring member for acquiring a second characteristic indicative of a steering state of the vehicle wheels; and
a controller communicatively coupled to the first and second monitoring members and configured to control the actuator to rotate the steering wheel to the neutral position relative to the steering column when the second characteristic indicates that the wheel is in a straight position and the first characteristic indicates that the steering wheel is deflected.
2. The steering wheel correction system according to claim 1, wherein the first monitoring element includes a first angle measurer that is provided on the steering wheel, and the first characteristic includes a rotation angle signal of the steering wheel obtained by the first angle measurer;
and/or the second monitoring member includes a second angle measuring device disposed in a steering mechanism of the wheel, and the second characteristic includes a rotation angle signal of the steering mechanism acquired by the second angle measuring device.
3. The steering wheel correction system of claim 1, further comprising an interactive button for responding to a user-triggered correction instruction;
the controller is connected with the interactive button in a communication mode and is configured to execute the following steps when responding to the correction instruction: when the second characteristic represents that the wheels are in a straight-going state and the first characteristic represents that the steering wheel deflects, controlling the driver to drive the steering wheel to rotate to the on-center position relative to the steering column.
4. The steering wheel correction system of claim 1, wherein the driver is configured to be coupled between the steering column and the steering wheel and configured to have a first state that allows the steering wheel to rotate relative to the steering column and a second state that allows the steering wheel to rotate in synchronization with the steering column;
when the second characteristic represents that the wheels are in a straight-going state and the first characteristic represents that the steering wheel deflects, the controller controls the driver to switch from the second state to the first state so as to drive the steering wheel to rotate relative to the steering column.
5. The steering wheel correction system of claim 1, further comprising a reminder, the controller communicatively coupled to the reminder;
when the second characteristic shows that the wheel is in a non-straight running state, the controller controls the reminder to send a signal for reminding a user to adjust the wheel to a straight running state, or controls a steering device of the vehicle to drive the wheel to steer to the straight running state.
6. A control method of a steering wheel correction system, characterized by comprising the steps of:
acquiring a first characteristic and a second characteristic of a vehicle; wherein the first characteristic is indicative of a degree of deflection of a steering wheel of the vehicle relative to a set neutral position, the second characteristic is indicative of a steering state of the vehicle wheels, the steering wheel being connected to a steering column of the vehicle via a drive;
when the second characteristic represents that the wheels are in a straight running state and the first characteristic represents that the steering wheel deflects, the driver is controlled to drive the steering wheel to rotate to the middle position relative to the steering column.
7. The control method of the steering wheel correction system according to claim 6, characterized by, before the acquiring the first and second characteristics of the vehicle, further comprising the steps of:
in response to a user-triggered corrective instruction.
8. The control method of the steering wheel correction system according to claim 6, characterized by further comprising, after the acquiring the first and second characteristics of the vehicle, the step of:
when the second characteristic shows that the wheel is in a non-straight running state, a reminder is controlled to send out a command for reminding a user to adjust the wheel to a straight running state, or a steering device of the vehicle is controlled to drive the wheel to steer to a straight running state.
9. A steering wheel assembly for a vehicle, comprising:
a steering wheel;
the driver comprises a fixed end and a driving end, the fixed end is configured to be fixedly connected with a steering column of a vehicle, and the driving end is connected with the steering wheel; the driver is configured to have a first state that allows the steering wheel to rotate relative to the steering column and a second state that allows the steering wheel to rotate in synchronization with the steering column;
when the wheels of the vehicle are in a straight running state and the steering wheel deflects relative to a set neutral position, the driver is controlled to drive the steering wheel to rotate relative to the steering column to the neutral position.
10. A vehicle comprising a steering wheel correction system according to any of claims 1 to 5 or a steering wheel assembly according to claim 9.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210499391.0A CN114802443A (en) | 2022-05-09 | 2022-05-09 | Steering wheel correction system, control method, steering wheel assembly and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210499391.0A CN114802443A (en) | 2022-05-09 | 2022-05-09 | Steering wheel correction system, control method, steering wheel assembly and vehicle |
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| CN114802443A true CN114802443A (en) | 2022-07-29 |
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| CN202210499391.0A Pending CN114802443A (en) | 2022-05-09 | 2022-05-09 | Steering wheel correction system, control method, steering wheel assembly and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116176686A (en) * | 2023-03-13 | 2023-05-30 | 一汽解放汽车有限公司 | Steering devices, steering wheel devices and vehicles |
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