阅读说明：本技术 具有定速巡航和转向微调功能的护栏清洗车驾驶系统 (Guardrail cleaning vehicle driving system with constant-speed cruising and steering fine-adjustment functions ) 是由 侯俊剑 赵尚宇 付志军 雷磊鑫 陈鑫磊 何文彬 钟玉东 于 2019-09-17 设计创作，主要内容包括：本发明公开了一种具有定速巡航和转向微调功能的护栏清洗车驾驶系统,包括油门踏板控制装置和自动转向装置；油门踏板控制装置包括用于控制油门踏板倾斜角度的定速机构和用于定位定速机构的锁止机构,定速机构包括发条弹簧、滚轮和拉线；锁止机构包括锁止电磁铁、锁槽、磁性锁柱和锁止块,磁性锁柱位于锁止块与锁止电磁铁之间,并在锁止电磁铁的磁力作用下卡在卡槽内或脱离卡槽；自动转向装置包括毫米波雷达传感器、扭矩传感器和用于带动方向盘转动的转向传动机构,毫米波雷达传感器安装在车身靠近护栏一侧。本发明区别于常规辅助驾驶系统,操作灵活简单、工作稳定、自动化程度高,在行驶过程中可辅助操作人员定速驾驶,避免分心,降低安全隐患。(The invention discloses a guardrail cleaning vehicle driving system with functions of constant-speed cruising and steering fine adjustment, which comprises an accelerator pedal control device and an automatic steering device, wherein the accelerator pedal control device is connected with the automatic steering device through a steering control device; the accelerator pedal control device comprises a constant speed mechanism for controlling the inclination angle of the accelerator pedal and a locking mechanism for positioning the constant speed mechanism, wherein the constant speed mechanism comprises a clockwork spring, a roller and a stay wire; the locking mechanism comprises a locking electromagnet, a locking groove, a magnetic locking column and a locking block, wherein the magnetic locking column is positioned between the locking block and the locking electromagnet and is clamped in the clamping groove or separated from the clamping groove under the action of the magnetic force of the locking electromagnet; the automatic steering device comprises a millimeter wave radar sensor, a torque sensor and a steering transmission mechanism used for driving a steering wheel to rotate, and the millimeter wave radar sensor is installed on one side, close to a guardrail, of the vehicle body. The invention is different from a conventional auxiliary driving system, has flexible and simple operation, stable work and high automation degree, can assist operators to drive at a constant speed in the driving process, avoids distraction and reduces potential safety hazards.)

1. Guardrail washs car driving system with constant speed is cruised and is turned to fine setting function, its characterized in that: comprises an accelerator pedal control device and an automatic steering device;

the accelerator pedal control device comprises a constant speed mechanism for controlling the inclination angle of the accelerator pedal and a locking mechanism for positioning the constant speed mechanism, the constant speed mechanism and the locking mechanism are respectively arranged in the shell, and the shell is arranged below the front side of the accelerator pedal;

the constant-speed mechanism comprises a clockwork spring, a roller and a pull wire, wherein one end of the clockwork spring is fixed on one side of the shell far away from the accelerator pedal, the roller is rotatably connected in the shell through a rotating shaft, the other end of the clockwork spring is fixedly connected with one end of the pull wire, and the other end of the pull wire is connected to the accelerator pedal after bypassing the roller; the locking mechanism comprises a locking electromagnet, a locking groove, a magnetic locking column and a locking block, the locking electromagnet and the locking groove are respectively fixed in the shell, the locking electromagnet is connected in the accelerator pedal control circuit, the magnetic locking column is connected in the locking groove in a sliding manner, the locking block is connected to one section of the stay wire in series, a plurality of clamping grooves are formed in the locking block, and the magnetic locking column is positioned between the locking block and the locking electromagnet and is clamped in the clamping grooves or separated from the clamping grooves under the magnetic force action of the locking electromagnet;

the automatic steering device comprises a millimeter wave radar sensor, a torque sensor and a steering transmission mechanism for driving a steering wheel to rotate, wherein the millimeter wave radar sensor is installed on one side, close to a guardrail, of a vehicle body; the upper end and the lower extreme in column hole are fixed mounting respectively have the coil disc, mark respectively as last coil disc and lower coil disc, go up the coil disc and all connect in automatic steering control circuit with lower coil disc, and magnetism post core sliding connection is downthehole at the column, and the cover is established on the steering spindle magnetism shielding screw thread axle sleeve, magnetism shielding screw thread axle sleeve periphery and magnetism post core threaded connection, and the bayonet socket has been seted up to the lower extreme of magnetism shielding screw thread axle sleeve, and the section of steering spindle below is located magnetism shielding screw thread axle sleeve goes up sliding connection and has the chuck, fixedly connected with and bayonet socket matched with drive key on the chuck, and the cover is equipped with the circular telegram spring on the steering spindle, and the upper end of circular telegram spring.

2. The guardrail cleaning vehicle driving system with constant speed cruise and steering fine adjustment functions as claimed in claim 1, wherein: still bump early warning device including the side, and the side bumps early warning device includes bee calling organ and pilot lamp, and the pilot lamp includes left indicator and right indicator, and left indicator and right indicator are all installed on the panel board, bee calling organ arranges in the middle of left indicator and the right indicator.

3. The guardrail cleaning vehicle driving system with cruise control and steering fine adjustment functions as claimed in claim 1 or 2, wherein: still be provided with guiding mechanism on the shell, guiding mechanism includes horizontal roller bearing and guide block, and horizontal roller bearing rotates to be connected and is close to accelerator pedal's one side on the shell, and the guide block setting is on one side of horizontal roller bearing and fixed connection on the shell, offers the guiding hole that is used for acting as go-between to pass on the guide block, and the other end of acting as go-between passes the guiding hole and is connected with accelerator pedal behind the horizontal roller bearing of bypassing.

4. The guardrail cleaning vehicle driving system with constant speed cruise and steering fine adjustment functions as claimed in claim 3, wherein: the clamping groove and one end, facing the locking block, of the magnetic lock cylinder are both wedge-shaped and matched with each other.

5. The guardrail cleaning vehicle driving system with cruise control and steering fine adjustment functions as claimed in claim 1 or 2, wherein: the guide grooves are formed in the hole walls of the columnar holes, at least two guide grooves are arranged and are parallel to the steering shaft, and the length of each guide groove is smaller than the distance between the two coil disks.

6. The guardrail cleaning vehicle driving system with constant speed cruise and steering fine adjustment functions as claimed in claim 5, wherein: the outer surface of the magnetic column core is fixedly connected with a sliding boss which is connected in the guide groove in a sliding manner.

7. The guardrail cleaning vehicle driving system with cruise control and fine steering functions as claimed in claim 6, wherein: the chuck is including dismantling two semi-rings of connection, along radial fixedly connected with drive key respectively on two semi-rings, the one end that the steering spindle was kept away from to the drive key be with bayonet socket complex transmission end, seted up spacing slide along the axial on the lateral wall of steering spindle, the one end that the drive key is close to the steering spindle be with spacing end of spacing slide complex, spacing end sliding connection is in spacing slide.

8. The guardrail wash vehicle steering system with cruise control and fine steering functions of claim 7, wherein: the coil disk is provided with a circular groove matched with the magnetic shielding threaded shaft sleeve, and the upper end and the lower part of the magnetic shielding threaded shaft sleeve are respectively provided with a limiting boss matched with the circular groove.

9. The guardrail cleaning vehicle driving system with constant speed cruise and steering fine adjustment functions as claimed in claim 1, wherein: the automatic steering control circuit comprises a first single-pole double-throw switch K1, a second single-pole double-throw switch K2, a third single-pole double-throw switch K3 and a fourth single-pole double-throw switch K4, wherein an upper coil is wound on an upper coil disk, a lower coil is wound on a lower coil disk, one end of the upper coil is connected with a contact a of the first single-pole double-throw switch K1, the other end of the upper coil is connected with a contact d of the second single-pole double-throw switch K2, a contact a of the first single-pole double-throw switch K1 is connected with a contact c of the second single-pole double-throw switch K2, a contact b of the first single-pole double-throw switch K1 is connected with a contact d of the second single-pole double-throw switch K2, the moving end of the first single-pole double-throw switch K1 is connected with the positive pole of a first power supply E1 through a first resistor R1 and a first power supply switch K2, and the negative pole E84 of the second single-pole double-throw switch K2 is connected with a negative pole E84;

one end of the lower coil is connected with a contact E of a third single-pole double-throw switch K3, the other end of the lower coil is connected with a contact h of a fourth single-pole double-throw switch K4, a contact E of a third single-pole double-throw switch K3 is connected with a contact g of a fourth single-pole double-throw switch K4, a contact f of the third single-pole double-throw switch K3 is connected with a contact h of a fourth single-pole double-throw switch K4, the movable end of the fourth single-pole double-throw switch K4 is connected with the positive electrode of a first power supply E1 through a second resistor R2 and a first power supply K, and the movable end of a third single-pole double-throw switch K3 is connected with the negative electrode of the first power supply E1.

10. The guardrail cleaning vehicle driving system with constant speed cruise and steering fine adjustment functions as claimed in claim 1, wherein: the accelerator pedal control circuit comprises a double-pole double-throw switch K5, the locking electromagnet comprises an iron core and a variable coil wound on the iron core, one end of the variable coil is connected with a contact f1 of the double-pole double-throw switch K5, the other end of the variable coil is connected with a contact f2 of the double-pole double-throw switch K5, and the movable end of the double-pole double-throw switch K5 is connected with a second power switch K6 and a second power supply E2.

Technical Field

The invention belongs to the field of auxiliary driving, and relates to a guardrail cleaning vehicle driving system with functions of constant-speed cruising and steering fine adjustment.

Background

During the working process of the guardrail cleaning vehicle, a driver needs to keep the accelerator at the same position and run at a constant speed all the time, so that the legs and the feet are easy to be limp and numb, and fatigue driving is easily caused; in the process of cleaning the guardrail, in order to ensure the safety and the cleaning quality of the guardrail and the rolling brush, a driver needs to observe the positions of the rolling brush and the guardrail all the time and adjust the angle, so that the driver is easy to be distracted from driving and fatigue in driving.

The automatic cruise system based on the PID fuzzy algorithm is mostly used in the conventional constant-speed cruise in the market, and the steering system realizes the early warning of the deviation of the guardrail cleaning vehicle by combining a binocular stereo sensor and the traditional image segmentation algorithm before the invention. Most of the current automobiles adopting constant-speed cruising and automatic steering are still controlled by an electronic type, but the automobiles are difficult to popularize on a guardrail cleaning vehicle due to a series of problems of complex structure, difficult maintenance, high cost and the like.

There are also patents which propose a mechanical cruise control device, such as the chinese utility model patent with publication number CN 101985281A and name "a mechanical car cruise control device", the principle of which is: the constant-speed cruise device mainly comprises a ratchet wheel type one-way clutch, a pawl, a band-type brake, a hoop, a brake piece, a control end, a return spring, a stop head and a stay cable. When the ratchet wheel type one-way clutch is opened, the outer ring of the ratchet wheel type one-way clutch is locked by the internal contracting brake, so that the ratchet wheel can not rotate; when the brake is stepped on during deceleration or needing to be closed, the band-type brake is separated from the outer ring of the ratchet wheel type one-way clutch under the action of the return spring. However, the disadvantages of this device are very significant: according to the principle described in this patent, the device is only suitable for use with a suspended accelerator pedal; when the accelerator pedal is released and opened, the right foot needs to continuously move between the brake pedal and the accelerator pedal, which is inconvenient and not in line with the driving habit of people; the speed reduction is needed before each speed change, and if the speed is uphill, the operation is very inconvenient and safety accidents are easy to cause; the device is internally complex and has excessive parts; the device is not automated to a high degree.

Meanwhile, a mechanical automatic steering system and a mechanical automatic steering device are proposed in a patent, for example, a chinese utility model patent with the publication number of CN207403803U and the name of "an agricultural machine steering wheel automatic steering device", the working principle of which is: the tooth space is dug on the steering shaft, the motor is used for driving the gear to transmit, so that the steering shaft is driven to rotate, the connecting rod with the transmission gear is arranged in the middle, the connecting rod can be manually operated when being bounced, and the motor drives the steering shaft to rotate when being locked. However, the disadvantages of this device are also evident: the gear transmission can not ensure that the gear is just meshed with another gear in the up-and-down movement, and the gear is easy to beat; the motor cannot control the rotation angle, so that the steering range cannot be controlled; the space occupied by the gear and the motor is large; the device cannot perform collision early warning, and has potential safety hazards; the device is not automated to a high degree.

Disclosure of Invention

The invention aims to overcome the defects in the prior art, and provides the guardrail cleaning vehicle driving system with the functions of constant-speed cruising and steering fine adjustment, which can assist operators in constant-speed driving in the driving process, avoid distraction and reduce potential safety hazards.

The technical scheme adopted by the invention for solving the problems is that the invention provides a guardrail cleaning vehicle driving system with constant-speed cruising and steering fine adjustment functions, which comprises an accelerator pedal control device and an automatic steering device;

the accelerator pedal control device comprises a constant speed mechanism for controlling the inclination angle of the accelerator pedal and a locking mechanism for positioning the constant speed mechanism, the constant speed mechanism and the locking mechanism are respectively arranged in the shell, and the shell is arranged below the front side of the accelerator pedal;

the constant-speed mechanism comprises a clockwork spring, a roller and a pull wire, wherein one end of the clockwork spring is fixed on one side of the shell far away from the accelerator pedal, the roller is rotatably connected in the shell through a rotating shaft, the other end of the clockwork spring is fixedly connected with one end of the pull wire, and the other end of the pull wire is connected to the accelerator pedal after bypassing the roller; the locking mechanism comprises a locking electromagnet, a locking groove, a magnetic locking column and a locking block, the locking electromagnet and the locking groove are respectively fixed in the shell, the locking electromagnet is connected in the accelerator pedal control circuit, the magnetic locking column is connected in the locking groove in a sliding manner, the locking block is connected to one section of the stay wire in series, a plurality of clamping grooves are formed in the locking block, and the magnetic locking column is positioned between the locking block and the locking electromagnet and is clamped in the clamping grooves or separated from the clamping grooves under the magnetic force action of the locking electromagnet;

the automatic steering device comprises a millimeter wave radar sensor, a torque sensor and a steering transmission mechanism for driving a steering wheel to rotate, wherein the millimeter wave radar sensor is installed on one side, close to a guardrail, of a vehicle body; the upper end and the lower extreme in column hole are fixed mounting respectively have the coil disc, mark respectively as last coil disc and lower coil disc, go up the coil disc and all connect in automatic steering control circuit with lower coil disc, and magnetism post core sliding connection is downthehole at the column, and the cover is established on the steering spindle magnetism shielding screw thread axle sleeve, magnetism shielding screw thread axle sleeve periphery and magnetism post core threaded connection, and the bayonet socket has been seted up to the lower extreme of magnetism shielding screw thread axle sleeve, and the section of steering spindle below is located magnetism shielding screw thread axle sleeve goes up sliding connection and has the chuck, fixedly connected with and bayonet socket matched with drive key on the chuck, and the cover is equipped with the circular telegram spring on the steering spindle, and the upper end of circular telegram spring.

Preferably, the invention further comprises a side impact early warning device, wherein the side impact early warning device comprises a buzzer and an indicator light, the indicator light comprises a left steering light and a right steering light, the left steering light and the right steering light are both arranged on the instrument panel, and the buzzer is arranged between the left steering light and the right steering light.

Preferably, the shell is further provided with a guide mechanism, the guide mechanism comprises a horizontal rolling shaft and a guide block, the horizontal rolling shaft is rotatably connected to one side, close to the accelerator pedal, of the shell, the guide block is arranged on one side of the horizontal rolling shaft and fixedly connected to the shell, a guide hole for a stay wire to pass through is formed in the guide block, and the other end of the stay wire passes through the guide hole and bypasses the horizontal rolling shaft to be connected with the accelerator pedal.

Preferably, the clamping groove and one end, facing the locking block, of the magnetic lock cylinder are both wedge-shaped and matched with each other.

Preferably, the hole wall of the columnar hole is provided with at least two guide grooves which are arranged in parallel to the steering shaft, and the length of each guide groove is preferably smaller than the distance between the two coil disks.

Preferably, the outer surface of the magnetic column core is fixedly connected with a sliding boss, and the sliding boss is slidably connected in the guide groove.

Preferably, the chuck includes two semi-rings of dismantling the connection, radially fixedly connected with drive key respectively on two semi-rings, the one end that the steering spindle was kept away from to the drive key be with bayonet socket complex transmission end, spacing slide has been seted up along the axial on the lateral wall of steering spindle, the one end that the drive key is close to the steering spindle be with spacing end of spacing slide complex, spacing end sliding connection is in spacing slide.

Preferably, the coil disk is provided with a circular groove matched with the magnetic shielding threaded shaft sleeve, and the upper end and the lower part of the magnetic shielding threaded shaft sleeve are respectively provided with a limiting boss matched with the circular groove.

Preferably, the automatic steering control circuit comprises a first single-pole double-throw switch K1, a second single-pole double-throw switch K2, a third single-pole double-throw switch K3 and a fourth single-pole double-throw switch K4, an upper coil is wound on an upper coil disk, a lower coil is wound on a lower coil disk, one end of the upper coil is connected with a contact a of the first single-pole double-throw switch K1, the other end of the upper coil is connected with a contact d of the second single-pole double-throw switch K2, a contact a of the first single-pole double-throw switch K1 is connected with a contact c of the second single-pole double-throw switch K2, a contact b of the first single-pole double-throw switch K1 is connected with a contact d of the second single-pole double-throw switch K2, and the moving end of the first single-pole double-throw switch K1 is connected with the positive pole of a first power supply E1 through a first resistor R1 and a first power supply switch K, and the moving end of the second single-pole double-throw switch K2 is connected with the negative pole 1 of the first power supply K;

one end of the lower coil is connected with a contact E of a third single-pole double-throw switch K3, the other end of the lower coil is connected with a contact h of a fourth single-pole double-throw switch K4, a contact E of a third single-pole double-throw switch K3 is connected with a contact g of a fourth single-pole double-throw switch K4, a contact f of the third single-pole double-throw switch K3 is connected with a contact h of a fourth single-pole double-throw switch K4, the movable end of the fourth single-pole double-throw switch K4 is connected with the positive electrode of a first power supply E1 through a second resistor R2 and a first power supply K, and the movable end of a third single-pole double-throw switch K3 is connected with the negative electrode of the first power supply E1.

Preferably, the accelerator pedal control circuit comprises a double-pole double-throw switch K5, the locking electromagnet comprises an iron core and a variable coil wound on the iron core, one end of the variable coil is connected with a contact f1 of the double-pole double-throw switch K5, the other end of the variable coil is connected with a contact f2 of the double-pole double-throw switch K5, and the movable end of the double-pole double-throw switch K5 is connected with a second power switch K6 and a second power supply E2.

By adopting the technical scheme, the invention has the following advantages:

1. the accelerator pedal control device solves the problem that an operator needs to step on the accelerator pedal all the time in the driving process, so that the operator can have a more comfortable operating environment, and the physiological fatigue of the operator can be relieved.

2. The invention adopts the automatic steering device and the side collision early warning device, can avoid distracted driving and fatigue driving caused by the fact that a driver operates a vehicle while observing the position of the guardrail when cleaning the guardrail, and greatly improves the safety degree.

3. The accelerator pedal control device adopted by the invention avoids a complicated circuit device of the electric control accelerator, and is simple and flexible.

4. The automatic steering device adopts electromagnetic control steering, and has smaller noise generated by driving the gear to rotate and control the steering compared with a motor.

5. The invention adopts electromagnetic control, such as a locking mechanism in an accelerator pedal control device and a general coil disk of an automatic steering device, and external force is basically derived from electromagnetic force, thereby optimizing the structure and increasing the space utilization rate.

6. The automatic steering device adopts the transmission screw thread to transmit torque, the magnetic column core can drive the magnetic shielding screw thread shaft sleeve to rotate when moving up and down, and compared with a gear transmission device, the automatic steering device has the advantages of simple structure and stable work, and can control the rotation angle of the steering wheel to carry out fine adjustment through the movement length of the magnetic column core.

In conclusion, the driving system has the advantages that the accelerator is convenient and flexible to control, and the automatic steering and manual steering are simple and quick to switch; the driving system has the advantages of simple structure, little change to the internal structure of the vehicle, convenient control, lower cost and high automation degree.

Compared with the mechanical constant-speed cruising device in the prior art, the mechanical constant-speed cruising device can overcome the defects that the device is only suitable for a suspension type accelerator pedal, the right foot is required to continuously move between a brake and the accelerator pedal when the device is released and opened, the speed is required to be reduced before each speed change, and if the device is inclined, the operation is very inconvenient and safety accidents are easily caused, the structure is simpler, the control is more convenient and comfortable, the generated negative effect is less, and the safety is higher.

Compared with the mechanical automatic steering system and device in the prior art, the mechanical automatic steering system and device can overcome the defects that in the prior art, the gear transmission is low in transmission precision and easy to gear, the motor cannot control the rotation angle, so that the steering range cannot be controlled, and the occupied space of the gear and the motor is large, do not need the motor to provide external force, can realize fine adjustment in a small angle, can perform side collision early warning, reduce potential safety hazards, are sensitive in automatic and manual switching, and are high in safety.

Drawings

FIG. 1 is a schematic illustration of the operation of a guardrail cleaning vehicle according to an embodiment of the invention;

FIG. 2 is a schematic diagram of an instrument panel console and a side impact warning device according to an embodiment of the invention;

FIG. 3 is an enlarged partial schematic view at A in FIG. 2;

FIG. 4 is a schematic illustration of a floor-mounted accelerator pedal of an embodiment of the present invention;

FIG. 5 is a sectional view taken along line B-B of FIG. 4 (and also schematically illustrating the structure of an accelerator pedal control device);

FIG. 6 is a schematic view of a suspended accelerator pedal according to an embodiment of the invention;

FIG. 7 is a cross-sectional view C-C of FIG. 6;

FIG. 8 is a schematic structural view of an automatic steering apparatus according to an embodiment of the present invention;

FIG. 9 is an enlarged partial schematic view at D of FIG. 8;

FIG. 10 is a perspective view of a chuck according to an embodiment of the present invention;

FIG. 11 is a schematic view of the bayonet fitting of the chuck with a magnetic shield threaded sleeve in an embodiment of the present invention;

FIG. 12 is an operational schematic diagram of the internal screw drive of the automatic steering apparatus in an embodiment of the present invention;

FIG. 13 is a circuit diagram of an accelerator pedal control of an embodiment of the present invention;

FIG. 14 is a circuit diagram of an automatic steering control circuit of an embodiment of the present invention;

FIG. 15 is a flowchart of an operating throttle adjustment according to an embodiment of the present invention;

FIG. 16 is a diagram of sensory ranging control steering logic according to an embodiment of the present invention;

reference numerals:

1. the device comprises a vehicle head, 2, a rolling brush door, 3, a rolling brush, 4, a guardrail, 5, a steering wheel, 6, a steering shaft, 7, a meter panel, 8, an accelerator pedal, 9 and a millimeter wave radar sensor;

11. the locking device comprises a shell, a spring 12, a spring 13, a roller 14, a stay wire 15, a horizontal roller 151, a guide block 152, a guide hole 16, a locking electromagnet 17, a locking groove 18, a magnetic locking column 19, a locking block 191 and a clamping groove;

21. the magnetic sensor comprises a fixed block, 22, a coil magnetic disc, 221, an upper coil, 222, a lower coil, 23, a magnetic column core, 231, a sliding boss, 24, a magnetic shielding threaded shaft sleeve, 241, a bayonet, 25, a guide groove, 26, a circular groove, 261, a limiting boss, 27, a chuck, 271, a transmission key, 28, an energizing spring, 29, a limiting slideway, 30 and a torque sensor;

31. buzzer, 32, left steering lamp, 33, right steering lamp, 41, rocker, 42 and fixed speed button.

Detailed Description

The technical solution of the present invention is further described in detail by the following embodiments.

The accelerator pedal control device is suitable for two types of accelerator pedals, and the embodiment takes a floor type accelerator pedal as an example for explanation; the length of the thread required by the automatic steering device is controlled by the steering angle of the steering wheel, different vehicle types are different in installation position according to different space on the steering shaft, and the embodiment is described by taking the steering shaft which is arranged at the lower end of the steering wheel and the upper end of the universal joint as an example.

The invention discloses a guardrail cleaning vehicle driving system with functions of constant-speed cruising and steering fine adjustment.

As shown in fig. 4 to 7, the accelerator pedal control device includes a constant speed mechanism for controlling the inclination angle of the accelerator pedal and a lock mechanism for positioning the constant speed mechanism, the constant speed mechanism and the lock mechanism are respectively installed in a housing 11, the direction of travel of the guardrail cleaning vehicle is the forward direction (the direction indicated by the arrow in fig. 1), and the housing 11 is installed below the front side of the accelerator pedal 8.

The constant-speed mechanism comprises a clockwork spring 12 (also called a coil spring), a roller 13 and a pull wire 14, one end of the clockwork spring 12 is fixed on one side of the shell 11 far away from the accelerator pedal 8, a vertically arranged connecting rod is installed in the shell 11, the clockwork spring 12 is sleeved outside the connecting rod, and one end of the clockwork spring 12 is fixedly connected to the connecting rod; the roller 13 is rotatably connected in the shell 11 through a rotating shaft, the other end of the clockwork spring 12 is fixedly connected with one end of the pull wire 14, the other end of the pull wire 14 is connected on the accelerator pedal 8 after bypassing the roller 13, a guide mechanism is further arranged on the shell 11 and comprises a horizontal roller 15 and a guide block 16, the horizontal roller 15 is rotatably connected on one side, close to the accelerator pedal 8, of the shell 11, the guide block 16 is arranged on one side of the horizontal roller 15 and is fixedly connected on the shell 11, a guide hole 152 for the pull wire 14 to pass through is formed in the guide block 16, the other end of the pull wire 14 passes through the guide hole 152 and is connected with the accelerator pedal 8 after bypassing the horizontal roller 15, the horizontal roller 15 can change the direction of the force applied to the pull wire 14, the guide hole 152 can guide the pull wire 14, the pull.

Locking mechanism includes locking electromagnet 16, locked groove 17, magnetism lock post 18 and locking piece 19, and locking electromagnet 16 and locked groove 17 are fixed respectively in shell 11, and locking electromagnet 16 connects in accelerator pedal 8 control circuit, magnetism lock post 18 is column magnet, and magnetism lock post 18 sliding connection is in locked groove 17, and locking piece 19 series connection is on acting as go-between 14 is located one section between gyro wheel 13 and the horizontal roller 15, has seted up a plurality of draw-in groove 191 on the locking piece 19, and draw-in groove 191 and magnetism lock post 18 are the wedge and mutually support towards the one end of locking piece 19, and magnetism lock post 18 is located between locking piece 19 and locking electromagnet 16 to block in draw-in groove 191 or break away from draw-in groove 191 under locking electromagnet 16's magnetic force effect.

The locking electromagnet 16 comprises an iron core and a variable coil wound on the iron core, the variable coil is connected in a control circuit of the accelerator pedal 8, and the direction of a magnetic field generated by the locking electromagnet 16 can be changed by changing the direction of current in the variable coil, so that the stress of the magnetic lock cylinder 18 is changed, and the ejection and retraction of the magnetic lock cylinder 18 are controlled.

When the magnetic lock cylinder 18 is blocked in the blocking groove 191 of the locking block 19, the pull wire 14 can be prevented from moving; when the magnetic lock cylinder 18 is separated from the clamping groove 191, the pull wire 14 moves under the action of the spring 12, and in an initial state, the spring 12 has torque to straighten the pull wire 14, but the pulling force applied to the pull wire 14 is smaller than the resultant force of the elastic force of the reset spring and the gravity applied to the accelerator pedal 8; when the inclination angle of the accelerator pedal 8 needs to be adjusted, the accelerator pedal 8 is stepped on, the magnetic lock cylinder 18 is controlled to be separated from the clamping groove 191, the pull wire 14 is rewound under the action of the clockwork spring 12, so that the inclination angle of the accelerator pedal 8 is adjusted, and in the process, the clockwork spring 12 can enable the pull wire 14 to be in a stretched straight state all the time.

The invention provides an accelerator pedal 8 control circuit capable of controlling the change of the magnetic field direction of a locking electromagnet 16, as shown in fig. 13, the circuit comprises a double-pole double-throw switch K5, one end of a variable coil is connected with a contact f1 of a double-pole double-throw switch K5, the other end of the variable coil is connected with a contact f2 of a double-pole double-throw switch K5, and the movable end of a double-pole double-throw switch K5 is connected with a second power switch K6 and a second power supply E2.

The automatic steering device comprises a millimeter wave radar sensor 9, a torque sensor 30 and a steering transmission mechanism used for driving a steering wheel 5 to rotate, wherein the millimeter wave radar sensor 9 is installed on one side of a vehicle body close to a guardrail 4 and used for measuring the distance between the vehicle body and the guardrail 4, and the torque sensor 30 is installed on a steering shaft 6 connected with the steering wheel 5 and used for measuring steering torque.

The millimeter wave radar sensor 9 and the torque sensor 30 are both conventional technologies, and the working principle and the connection relationship thereof are not described in detail. In the working process, if the automatic steering device is damaged and cannot normally steer, and the data measured by the torque sensor 30 is smaller than a specified threshold value, an alarm is given.

As shown in fig. 1, the millimeter wave radar sensors 9 are two and are respectively recorded as a first millimeter wave radar sensor and a second millimeter wave radar sensor, the first millimeter wave radar sensor is installed at the bottom end of the vehicle head 1 and close to one side of the guardrail 4, and the second millimeter wave radar sensor is installed at the bottom end of the rolling brush door 2 and close to one side of the vehicle head 1. The distance between the side, close to the guardrail 4, of the bottom end of the vehicle head 1 and the guardrail 4 is measured by the first millimeter wave radar sensor to be L1, and the distance between the bottom end, close to the vehicle head 1, of the rolling brush door 2 and the guardrail 4 is measured by the second millimeter wave radar sensor to be L2.

As shown in fig. 8 to 9, the steering transmission mechanism includes a fixed block 21, and a coil magnetic disk 22, a magnetic column core 23, and a magnetic shielding threaded shaft sleeve 24 that are installed in the fixed block 21, the fixed block 21 is fixed on the vehicle body and located below the steering wheel 5, a column-shaped hole that is coaxial with the steering shaft 6 is formed in the fixed block 21, a guide groove 25 is formed on a hole wall of the column-shaped hole, at least two guide grooves 25 are formed in the guide groove 25 and are both arranged parallel to the steering shaft 6, in this embodiment, two guide grooves 25 are formed, and are symmetrical to each other about the steering shaft 6; the upper end and the lower end of the columnar hole are respectively fixedly provided with the coil magnetic disc 22 which is respectively marked as an upper coil 221 magnetic disc 22 and a lower coil 222 magnetic disc 22, the coil magnetic disc 22 is a disc-shaped electromagnet, the upper coil 221 magnetic disc 22 and the lower coil 222 magnetic disc 22 are both connected in an automatic steering control circuit, the magnetic column core 23 is axially moved along the steering shaft 6 by controlling the current direction of the coil magnetic disc 22, so that the steering of the steering shaft 6 and the steering wheel 5 is changed, the length of the guide groove 25 is smaller than the distance between the two coil magnetic discs 22, the moving length of the magnetic column core 23 can be controlled by controlling the length of the guide groove 25, so that the rotating angle of the steering wheel 5 is controlled, and the magnetic column core 23 can be prevented from colliding with the coil magnetic discs; the magnetic column core 23 is connected in the column hole in a sliding way, the outer surface of the magnetic column core 23 is fixedly connected with a sliding boss 231, the sliding boss 231 is connected in the guide groove 25 in a sliding way, the steering shaft 6 is sleeved with the magnetic shielding threaded shaft sleeve 24, the periphery of the magnetic shielding threaded shaft sleeve 24 is in threaded connection with the magnetic column core 23, the coil magnetic disc 22 is provided with a circular groove 26 matched with the magnetic shielding threaded shaft sleeve 24, the upper end and the lower part of the magnetic shielding threaded shaft sleeve 24 are respectively provided with a limiting boss 261 matched with the circular groove 26 to ensure that the magnetic shielding threaded shaft sleeve 24 can not slide axially along the steering shaft 6 but can rotate in the column hole of the fixing block 21, as shown in figure 11, the lower end of the magnetic shielding threaded shaft sleeve 24 is provided with a bayonet 241, a section of the steering shaft 6 below the magnetic shielding threaded shaft sleeve 24 is connected with a chuck, the transmission key 271 is arranged along the radial direction of the chuck 27, the lower part of the bayonet 241 is in a horn shape and can play a guiding role, the chuck 27 can be conveniently clamped with the magnetic shielding threaded shaft sleeve 24 better, the transmission key 271 is arranged along the radial direction of the chuck 27, meanwhile, the diameter of the chuck 27 is slightly larger than that of the magnetic shielding threaded shaft sleeve 24, and the transmission key 271 can be prevented from slipping and being separated from the bayonet 241; an energizing spring 28 is sleeved on the steering shaft 6, the upper end of the energizing spring 28 is fixed on the steering shaft 6, and the lower end of the energizing spring 28 is fixed on the chuck 27. The magnetically shielded threaded sleeve 24 is made of a magnetically shielding material that shields the coil disk 22 from the magnetic field generated by the energizing spring 28.

As shown in fig. 10, preferably, the chuck 27 is a detachable structure, the chuck 27 includes two half rings, the two half rings are symmetrically disposed and detachably connected through a bolt, a transmission key 271 is fixedly connected to each of the two half rings, one end of the transmission key 271, which is far away from the steering shaft 6, is a transmission end matched with the bayonet 241, a limiting slide 29 is axially disposed on an outer side wall of the steering shaft 6, the length of the limiting slide 29 is greater than that of the bayonet 241, one end of the transmission key 271, which is close to the steering shaft 6, is a limiting end matched with the limiting slide 29, and the limiting end is slidably connected in the limiting slide 29, so that the chuck 27 can only slide along the steering shaft 6, and the chuck 27 and the steering shaft 6 are prevented from. The energizing spring 28 contracts instantaneously after being energized, and can drive the chuck 27 to move upwards to be matched with the magnetic shielding threaded shaft sleeve 24, and when the magnetic column core 23 moves, the magnetic shielding threaded shaft sleeve 24 drives the steering shaft 6 to rotate together through the chuck 27.

The present invention provides an automatic steering control circuit capable of controlling steering of a steering wheel 5, as shown in fig. 14, the automatic steering control circuit includes a first single-pole double-throw switch K1, a second single-pole double-throw switch K2, a third single-pole double-throw switch K3 and a fourth single-pole double-throw switch K4, an upper coil 221 is wound on a magnetic disc 22 of the upper coil 221, a lower coil 222 is wound on the magnetic disc 22 of the lower coil 222, one end of the upper coil 221 is connected to a contact a of the first single-pole double-throw switch K1, the other end of the upper coil 221 is connected to a contact d of the second single-pole double-throw switch K2, a contact a of the first single-pole double-throw switch K1 is connected to a contact c of the second single-pole double-throw switch K2, a contact b of the first single-pole double-throw switch K1 is connected to a contact d of the second single-pole double-throw switch K2, a moving end of the first single-pole double-throw switch K1 is connected to a positive pole switch 1E through a first power supply resistor 1R 1, the moving end of the second single-pole double-throw switch K2 is connected with the negative electrode of the first power supply E1;

one end of the lower coil 222 is connected to a contact E of a third single-pole double-throw switch K3, the other end of the lower coil 222 is connected to a contact h of a fourth single-pole double-throw switch K4, a contact E of the third single-pole double-throw switch K3 is connected to a contact g of the fourth single-pole double-throw switch K4, a contact f of the third single-pole double-throw switch K3 is connected to a contact h of the fourth single-pole double-throw switch K4, a moving end of the fourth single-pole double-throw switch K4 is connected to the positive electrode of the first power supply E1 through a second resistor R2 and the first power supply K, and a moving end of the third single-pole double-throw switch K3 is connected to the negative electrode of the first power supply E1.

As shown in fig. 2, the side impact pre-warning device of the present invention includes a buzzer 31 and indicator lights, the indicator lights include a left turn light 32 and a right turn light 33, the left turn light 32 and the right turn light 33 are both mounted on the instrument panel 7, and the buzzer 31 is disposed between the left turn light 32 and the right turn light 33.

The driver is reminded to turn left or right through the left steering lamp 32 and the right steering lamp 33; the buzzer 31 is arranged between the two indicator lamps, and when the indicator lamps are turned on, the buzzer 31 starts to work at the same time to remind a driver of steering.

As shown in fig. 3, the dashboard 7 is also provided with an auxiliary system control panel, on which a rocker 41 for switching between automatic steering, beeping alarm and off states, and a constant speed button 42 are provided.

The working principle of the invention is as follows:

cruise at constant speed: when ignition is started, as shown in fig. 13, K6 in the control circuit of the accelerator pedal 8 is closed. In operation, the driver depresses the throttle while the pull wire 14 remains under tension by the spring 12. When the driver presses the cruise control button 42 in fig. 1 to start cruise control, the second power switch K6 and the first power switch K in fig. 13 and 14 are closed. After the driver keeps the accelerator position for two seconds, and the engine speed sensor detects that the engine speed is stable, a control circuit of the accelerator pedal 8 in the control device of the accelerator pedal 8 receives an electric signal, a double-pole double-throw switch K5 in fig. 13 is closed to f1, a magnetic lock column 18 is popped out from a lock groove 17 by repulsive force to clamp one of clamp grooves 191 of a lock block 19, after an operator removes the accelerator pedal 8 with feet, a stay wire 14 does not move any more, the tension of the stay wire 14 is balanced with the gravity and the elasticity borne by the accelerator pedal 8, and then the position of the accelerator pedal 8 is kept unchanged, so that the vehicle can automatically keep running at a constant speed.

Steering fine adjustment (automatic steering): when the constant-speed cruise is started, as shown in fig. 2 and fig. 3, the rocker 41 is shifted to the uppermost end (the automatic steering indication position), at this time, the energizing spring 28 in fig. 8 is energized and then contracts, the chuck 27 is scribed along the steering shaft 6 to be matched with the bayonet 241 at the tail end of the magnetic shielding threaded shaft sleeve 24, so that the magnetic shielding threaded shaft sleeve 24 and the steering shaft 6 rotate together, meanwhile, as shown in fig. 1, the first millimeter wave radar sensor 9 can measure the distance L1 between the bottom end of the vehicle head 1, which is close to one side of the guardrail 4, and the second millimeter wave radar sensor 9 can measure the distance L2 between the bottom end of the rolling brush door 2, which is close to one. After the constant-speed cruise is started, the two millimeter wave radar sensors 9 continuously measure the distance between the sensors and the guardrail 4, and the sliding direction of the magnetic column core 23 in the steering transmission mechanism is continuously adjusted by comparing whether the measured distance is within a specified threshold value, so that the steering wheel 5 is controlled to steer, and the distance between the vehicle body and the guardrail 4 is enabled to return to the specified threshold value.

As shown in fig. 1, assuming that the predetermined range of L1 is (a, B), the predetermined range of L2 is (C, D), and the screw direction of the magnetic column core 23 is right-handed. Because the front two rolling brushes 3 of the guardrail cleaning vehicle certainly touch the guardrail 4 earlier than the rear two rolling brushes 3, only the front two rolling brushes 3 are ensured to be in a specified range. As shown in the sensing ranging control steering logic diagram of fig. 16:

1. when A < L1< B, namely the guardrail cleaning vehicle runs in the specified distance, the switches K, K1, K2, K3 and K4 in FIG. 14 are all turned off, the magnetic column core 23 in FIG. 8 does not slide, and therefore the steering wheel 5 does not rotate;

2. when L1 is not less than A or L2 is not less than C (including the conditions that L2 is not less than C and A is less than L1B, or C is less than L2D and L1 is not less than A, or L2 is not less than C and L1 is not less than A), namely when the guardrail cleaning vehicle approaches to the left side and approaches to the guardrail 4, the single-pole double-throw switch K1 in the figure 14 is connected to the contact B, the single-pole double-throw switch K2 is connected to the contact C, the single-pole double-throw switch K3 is connected to the contact e, the single-pole double-throw switch K4 is connected to the contact h, the current direction of the upper coil 221 is anticlockwise, the current direction of the lower coil 222 is clockwise, the repulsive force is exerted to the magnet, the magnetic column core 23 slides upwards along the axial direction of the steering shaft 6, the magnetic chuck column core 23 and the magnetic shielding threaded shaft sleeve 24 are in threaded transmission, the magnetic shielding threaded shaft sleeve 24 rotates clockwise, and the steering shaft 6 is driven to rotate together clockwise through; after steering, the magnetic column core 23 returns to the original point along with the resetting of the steering wheel 5;

3. when L1 is more than or equal to B or L2 is more than or equal to D (including the condition that C is less than L2 and L1 is more than or equal to B, or L2 is more than or equal to D and A is less than L1 and B, or L1 is more than or equal to B and L2 is more than or equal to D), namely when the guardrail cleaning vehicle tends to move to the right side away from the guardrail 4, the single-pole double-throw switch K1 in the figure 14 is connected on the contact a, the single-pole double-throw switch K2 is connected on the contact D, the current direction of the upper coil 221 is clockwise, the repulsion is shown to the magnet, the current direction of the lower coil 222 is counterclockwise, the attraction is shown to the magnet, the magnetic column core 23 slides downwards along the axial direction of the; after steering, magnetic pole piece 23 returns to the origin with the return of steering wheel 5.

Side collision early warning: in fig. 2, the rocker 41 is shifted to the middle position (buzzing alarm indication position), at this time, the energizing spring 28 in fig. 8 is powered off and returns to the initial state, the chuck 27 is separated from the magnetic shielding threaded sleeve 24, the rotation of the magnetic shielding threaded sleeve 24 and the rotation of the steering shaft 6 are not affected mutually, the steering system is changed from the automatic mode to the manual mode, and the millimeter wave radar sensor 9 still works. As shown in the sensing distance measurement control steering logic diagram of fig. 16, when a < L1< B, i.e. the guardrail cleaning vehicle runs in the specified distance, the indicator light and the buzzer 31 in fig. 2 are not operated, and the steering wheel 5 does not need to be rotated; when L1 is more than or equal to A or L2 is more than or equal to C (including the conditions that L2 is more than or equal to C and A is less than L1 and B, or C is less than L2 and D and L1 is more than or equal to A, or L2 is more than or equal to C and L1 is more than or equal to A), namely when the guardrail cleaning vehicle approaches to the guardrail 4 from the left side, the buzzer 31 works in the figure 2, and the right turn lamp 33 works to remind the driver of turning right; when L1 is more than or equal to B or L2 is more than or equal to D (including the conditions that C is less than L2 and less than D, and L1 is more than or equal to B, or L2 is more than or equal to D and A is less than L1 and less than B, or L1 is more than or equal to B and L2 is more than or equal to D), namely when the guardrail cleaning vehicle tends to move towards the right side and is far away from the guardrail 4, the buzzer 31 works in the graph 2, and the left turn lamp 32 works to remind a driver of turning left.

If the accelerator is adjusted in the cleaning process of the guardrail 4, as shown in the accelerator adjustment flow chart in fig. 4 during operation, a driver slightly steps on the accelerator, the engine speed sensor detects the change of the speed, at this time, the trunk switches K6 and K in fig. 13 and 14 are still closed, the double-pole double-throw switch K5 is closed towards f2, the magnetic lock cylinder 18 in fig. 5 and 7 is retracted by the suction force, the constant-speed cruise function is closed, and the automatic steering system continues to operate. When the driver adjusts the accelerator pedal 8 to the required position, the accelerator position is kept for two seconds, after the engine speed sensor detects that the engine speed is stable, the double-pole double-throw switch K5 in the figure 13 is closed to f1, and the constant-speed cruise function is recovered.

When the assistant driving work is finished, the assistant driving can be finished by adopting two modes of stepping on the brake and finishing the button. When the brake is stepped on, the constant-speed cruise, the side collision early warning and the automatic steering are closed simultaneously; the closing of the constant speed cruise control button is controlled by the closing button, namely the constant speed cruise control button 42 is released, and the constant speed cruise control is closed; the rocker 41 is shifted to the lowest end (closed state indication position), and the automatic steering and the side collision early warning are closed. When the driver steps on the brake, the switches K6 and K in fig. 13 and 14 are simultaneously closed, at this time, the magnetic lock cylinder 18 in fig. 5 and 7 is retracted by the attraction force, the energized spring 28 in fig. 8 is de-energized and bounced open, the accelerator pedal 8 returns to the initial position under the action of the elastic force, when the driver is off, the switch K6 in fig. 13 is closed, and the driver resets the rocker 41 after the driver is off. In the working process, if the automatic steering device is damaged and the automatic steering device cannot normally steer, the data measured by the torque sensor 30 in fig. 8 is smaller than a specified threshold value, and then an alarm is given.

Finally, it should be noted that: the above embodiments are not intended to limit the shape, material, structure, etc. of the present invention in any way, and any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention are within the scope of the technical solution of the present invention. Meanwhile, in the description of the present invention, the terms "longitudinal", "lateral", "upper", "lower", "front", "rear", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, only for convenience of description and simplification of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.