Steering-by-wire emergency connection device and vehicle

Abstract

The present invention provides a steer-by-wire emergency connection device and a vehicle. The steer-by-wire emergency connection device comprises: an input shaft, a first end of the input shaft connected to an output shaft of a road feel simulation column; a sleeve connected to a second end of the input shaft and movably arranged along the axial direction of the input shaft; a housing disposed adjacent to the sleeve and having a mounting cavity disposed therein; and an output shaft, a first end of the output shaft connected to the housing and a second end of the output shaft connected to a steering actuator. The sleeve has an operating position in which it moves into the mounting cavity and connects to the housing, and a disconnecting position in which it disconnects from the housing. When the sleeve is in the operating position, the input and output shafts are dynamically coupled. The present invention addresses the safety issues of conventional automotive steering devices.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle steering control, and in particular to a wire-controlled steering emergency connection device and a vehicle. Background Art

[0002] With the development of intelligent, electrified and networked automobile industry, steer-by-wire technology has gradually become a hot research and development topic for various automobile companies. It has also become a key technology for the development of new and popular fields such as autonomous driving systems.

[0003] Steer-by-wire eliminates the mechanical connection between the steering wheel and the actuator, and steering is achieved entirely by signal interaction and control between the electronic control systems. It can get rid of the various limitations of the vehicle's force transmission characteristics and angle steering system, and can more conveniently design the transmission ratio relationship between the steering wheel and the front wheel angle. According to different needs, the changing rules of the vehicle's steering system's angle characteristics and force transmission characteristics as the vehicle's relevant parameters change can be designed, which facilitates integration with other subsystems of autonomous driving (such as radar systems, chassis domains, intelligent driving systems, etc.), and has great advantages in improving the vehicle's active safety performance, driving handling performance, and driver's road feel.

[0004] Steer-by-wire has led to the application of more and more electronic devices in automobile steering systems. When a car is driving on the road, the electronic devices may be subject to external interference signals or fail, which will change the stability of the car. There is also the possibility that the steering-by-wire system will fail, greatly reducing the safety of the car. Therefore, fault tolerance devices are very important for the steering-by-wire system. Summary of the Invention

[0005] The main purpose of the present invention is to provide a wire-controlled emergency connection device and a vehicle to solve the problem of insufficient safety of automobile steering devices in the prior art.

[0006] To achieve the above-mentioned purpose, according to one aspect of the present invention, a wire-controlled steer-by-wire emergency connection device is provided, comprising: an input shaft, a first end of the input shaft being connected to the output shaft of a road feel simulation column; a sleeve, the sleeve being connected to the second end of the input shaft, the sleeve being movably arranged along the axial direction of the input shaft; a housing, the housing being arranged adjacent to the sleeve, and a mounting cavity being arranged in the housing; an output shaft, a first end of the output shaft being connected to the housing, and a second end of the output shaft being connected to a steering actuator; wherein the sleeve has a working position in which it moves into the mounting cavity and is connected to the housing, and a disconnection position in which the sleeve is disconnected from the housing, and when the sleeve is in the working position, the input shaft and the output shaft are dynamically coupled.

[0007] Furthermore, the sliding sleeve is a columnar structure, and there is a cavity inside the sliding sleeve. The second end of the input shaft is located in the cavity. A plurality of first splines are provided on the second end of the input shaft, and the plurality of first splines are arranged at circumferential intervals along the input shaft. A plurality of first spline grooves are arranged at circumferential intervals on the annular side wall of the cavity. The plurality of first splines and the plurality of first spline grooves are arranged in a one-to-one correspondence, and each first spline is located in a corresponding first spline groove.

[0008] Furthermore, each first spline is arranged on an annular surface protruding from the input shaft in the radial direction of the input shaft, a first limiting structure is provided on the area between adjacent first splines, and a first limiting groove is provided on the annular side wall of the cavity at a position corresponding to each first limiting structure, and multiple first limiting structures are arranged corresponding to multiple first limiting grooves, wherein, when the sliding sleeve is in the disconnected position, each first limiting structure is located in the corresponding first limiting groove, and the first limiting structure includes a spring and a steel ball connected to the end of the spring.

[0009] Furthermore, a second spline groove is provided on the annular side wall of the mounting cavity, and a second spline is provided on the outer peripheral surface of one end of the sliding sleeve close to the shell. When the sliding sleeve is in the disconnected position, the second spline groove engages with the second spline.

[0010] Furthermore, a plurality of second limiting structures are circumferentially arranged on the outer peripheral surface of one end of the sliding sleeve close to the input shaft, and a plurality of second limiting grooves are arranged on the annular side wall of the mounting cavity at positions corresponding to the second limiting structures. When the sliding sleeve is in the disconnected position, each second limiting structure is located in the corresponding second limiting groove, and the second limiting structure includes a spring and a steel ball connected to the end of the spring.

[0011] Furthermore, the sleeve is made of magnetic material, and the wire-controlled steering emergency connection device also includes: an electromagnetic coil, which is connected to at least one of the output shaft and the housing, and has an energized starting state. The electromagnetic coil is used to provide a magnetic field force to the sleeve in the starting state to move the sleeve to a working position and a disengaged position.

[0012] Furthermore, a sensor is provided on the housing, and the sensor is used to detect the axial displacement of the sliding sleeve along the input shaft.

[0013] Furthermore, at least one pressure plate is provided on one end of the sleeve close to the input shaft, one end of the pressure plate is connected to the outer peripheral surface of the sleeve, and the other end of the pressure plate is extended radially outward along the sleeve, wherein stepping on the pressure plate can move the sleeve to the working position.

[0014] Furthermore, the steer-by-wire emergency connection device also includes a controller, which is used to control the electromagnetic coil to enter a start-up state after detecting a steer-by-wire failure signal.

[0015] According to another aspect of the present invention, a vehicle is provided, comprising a steer-by-wire emergency connection device, wherein the steer-by-wire emergency connection device is the above-mentioned steer-by-wire emergency connection device.

[0016] By applying the technical solution of the present invention, the input shaft and the output shaft can be dynamically coupled or disconnected by controlling the sliding sleeve to switch between the working position and the disconnected position, thereby avoiding the problem of steering system failure of electronic devices when receiving signal interference. The steering function of the vehicle in an emergency state is realized through a simple and reliable mechanical structure, thereby solving the problem of insufficient safety of automobile steering devices in the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0018] Figure 1 A schematic flow chart showing an embodiment of a method for controlling a steer-by-wire emergency connection device according to the present invention is shown;

[0019] Figure 2 It shows a structural schematic diagram of a first embodiment of a steer-by-wire emergency connection device according to the present invention;

[0020] Figure 3 It shows a structural schematic diagram of a second embodiment of a steer-by-wire emergency connection device according to the present invention;

[0021] Figure 4 FIG. 1 is a schematic structural diagram of a third embodiment of a steer-by-wire emergency connection device according to the present invention.

[0022] The above drawings include the following reference numerals:

[0023] 1. Input shaft; 2. Sensor; 3. Sleeve; 4. Housing; 5. Electromagnetic coil; 6. Output shaft; 7. First spline groove; 8. First limiting groove; 9. External spline; 10. First spline; 11. First limiting structure; 12. Second limiting structure; 13. Second spline; 14. Second limiting groove; 15. Second spline groove;

[0024] 20. Press plate. DETAILED DESCRIPTION

[0025] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0026] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0029] Electric Power Steering (EPS) is a steering system that uses an electric motor to provide power. Compared with traditional hydraulic power steering (HPS), EPS has higher efficiency, better performance and lower maintenance requirements. The following is a detailed introduction to the EPS system:

[0030] EPS system components:

[0031] (1) Steering Wheel: The driver inputs steering instructions by turning the steering wheel.

[0032] (2) Steering Sensor: Measures the steering wheel's rotation angle and speed and transmits the information to the control unit.

[0033] (3) Electric Motor: The core component that provides steering assistance and works according to the instructions of the control unit.

[0034] (4) Electronic Control Unit (ECU): Analyzes the data from the steering sensor and other vehicle status information, calculates the required power assist, and controls the operation of the electric motor.

[0035] (5) Steering Gearbox: It includes rack and pinion or other types of mechanical mechanisms that transmit the power assist of the electric motor to the wheels.

[0036] (6) Battery: Provides the power required by the motor and control unit.

[0037] How the EPS system works: When the driver turns the steering wheel, the steering sensor detects the steering wheel's angle and speed. This data is transmitted to the control unit, which calculates the required amount of power assistance based on factors such as steering angle and vehicle speed. The control unit then issues a command to the electric motor, which provides the appropriate power assistance, assisting the driver in steering via the steering gearbox.

[0038] However, EPS systems have some drawbacks. They lack road feel or driving feel because the electric power assist can diminish the physical feedback from the road during steering. Compared to hydraulic systems, EPS feedback can feel more artificial. Their complexity and reliability are also limited, as EPS systems rely on electronic components and software control, which are more complex. If an electronic failure occurs, the system may lose steering function, leading to a serious accident.

[0039] Steer-by-Wire (SBW) is an advanced automotive steering technology that uses electronic control to replace traditional mechanical linkages for vehicle steering. The following is a detailed introduction to SBW:

[0040] The working parts of the steer-by-wire system include the following;

[0041] 1. Electronic sensor: The electronic sensor on the steering wheel detects the driver's steering intention and captures information such as the steering wheel's rotation angle and torque.

[0042] 2. Electronic Control Unit (ECU): These sensor signals are transmitted to the electronic control unit, which calculates the required wheel steering angle and steering force based on these signals.

[0043] 3. Electric actuator: The ECU transmits the calculation results to the electric actuators at the wheels, which adjust the steering angle of the wheels according to the instructions.

[0044] 4. Feedback system: At the same time, the system will provide feedback force to the driver through the servo motor, so that the driver can get a driving feel similar to traditional mechanical steering.

[0045] The sensors and electric actuators of the road-sensing simulation column communicate via a wiring harness. If the wiring harness fails, the vehicle's steering function will malfunction, easily leading to an accident. The steer-by-wire emergency connection device provided in this application can still achieve basic steering functions through mechanical means without interrupting signal communication between the road-sensing simulation column and the steer-by-wire actuator, thereby improving safety redundancy.

[0046] Combine Figures 2 to 4 As shown, according to a specific embodiment of the present application, a wire-controlled steering emergency connection device is provided, including: an input shaft 1, a first end of the input shaft 1 is connected to the output shaft of a road feel simulation column; a sleeve 3, the sleeve 3 is connected to the second end of the input shaft 1, and the sleeve 3 is movably arranged along the axial direction of the input shaft 1; a shell 4, the shell 4 is adjacent to the sleeve 3, and a mounting cavity is provided in the shell 4; an output shaft 6, a first end of the output shaft 6 is connected to the shell 4, and a second end of the output shaft 6 is connected to a steering actuator; wherein the sleeve 3 has a working position in which it moves into the mounting cavity and is connected to the shell 4, and the sleeve 3 has a disconnection position in which it is disconnected from the shell 4. When the sleeve 3 is in the working position, the input shaft 1 and the output shaft 6 are dynamically coupled.

[0047] By applying the technical solution of the present application, the input shaft 1 and the output shaft 6 can be dynamically coupled or disconnected by controlling the sliding sleeve 3 to switch between the working position and the disconnected position, thereby avoiding the steering system failure problem of electronic devices when receiving signal interference. The steering function of the vehicle in an emergency state is realized through a simple and reliable mechanical structure, thereby solving the problem of insufficient safety of automobile steering devices in the prior art.

[0048] Furthermore, the sleeve 3 is a columnar structure, and there is a cavity inside the sleeve 3. The second end of the input shaft 1 is located in the cavity. A plurality of first splines 10 are provided on the second end of the input shaft 1. The plurality of first splines 10 are arranged at intervals along the circumference of the input shaft 1. A plurality of first spline grooves 7 are arranged at intervals along the circumference on the annular side wall of the cavity. The plurality of first splines 10 and the plurality of first spline grooves 7 are arranged in a one-to-one correspondence, and each first spline 10 is located in the corresponding first spline groove 7.

[0049] The cooperation between the spline and the spline groove can effectively transmit torque. This design enables the torque on the input shaft 1 to be transmitted to the sliding sleeve 3 through the first spline 10, ensuring efficient transmission of power between the various components.

[0050] The plurality of first splines 10 are evenly distributed around the circumference of the input shaft 1 , which enables the transmitted torque to be evenly distributed, reduces stress concentration, and reduces wear and fatigue of components.

[0051] The cooperation between the spline and the spline groove ensures the accurate centering and positioning between the input shaft 1 and the sliding sleeve 3, prevents relative sliding, and maintains the stability and accuracy of the system.

[0052] Due to the interlocking design of the spline groove and spline, they can be easily aligned during assembly and disassembly, which simplifies the assembly and maintenance process and improves work efficiency.

[0053] The cooperation between the spline and the spline groove prevents relative rotation between the input shaft 1 and the sliding sleeve 3, ensuring that the two rotate synchronously and avoiding wear and damage caused by relative movement.

[0054] Furthermore, each first spline 10 is arranged on the annular surface of the input shaft 1 protruding from the radial direction of the input shaft 1, and a first limiting structure 11 is provided in the area between adjacent first splines 10, and a first limiting groove 8 is provided at a position corresponding to each first limiting structure 11 on the annular side wall of the cavity, and multiple first limiting structures 11 are arranged corresponding to multiple first limiting grooves 8, wherein, when the sliding sleeve 3 is in the disconnected position, each first limiting structure 11 is located in the corresponding first limiting groove 8, and the first limiting structure 11 includes a spring and a steel ball connected to the end of the spring.

[0055] By cooperating with multiple first limiting structures 11 and multiple first limiting grooves 8, the relative locking of the cavity and the first spline 10 can be achieved, and this locking state can be overcome under the conditions of a preset force in a preset direction to perform position switching.

[0056] Furthermore, a second spline groove 15 is provided on the annular side wall of the mounting cavity, and a second spline 13 is provided on the outer peripheral surface of the end of the sleeve 3 close to the housing 4. When the sleeve 3 is in the disconnected position, the second spline groove 15 engages with the second spline 13.

[0057] The spline and the groove cooperate to realize the dynamic connection between the installation cavity and the sliding sleeve 3, thereby ensuring the transmission accuracy.

[0058] Furthermore, a plurality of second limiting structures 12 are circumferentially arranged on the outer peripheral surface of one end of the sleeve 3 close to the input shaft 1, and a plurality of second limiting grooves 14 are arranged on the annular side wall of the mounting cavity at positions corresponding to the second limiting structures 12. When the sleeve 3 is in the disconnected position, each second limiting structure 12 is located in the corresponding second limiting groove 14, and the second limiting structure 12 includes a spring and a steel ball connected to the end of the spring.

[0059] The combination of a spring and steel ball, along with a second retaining groove 14 on the annular sidewall of the mounting cavity, provides efficient retaining and positioning. This design not only ensures the sleeve is precisely fixed and stabilized in a specific position, reducing wear and improving durability, but also simplifies operation and enhances system reliability and flexibility.

[0060] Since the spring and the steel ball can automatically bounce into the limit groove, when the sleeve moves to the disconnected position, it will automatically snap into the limit groove without additional operation, which makes the installation and adjustment of the sleeve easier and faster.

[0061] The steel ball bounces into the groove under the action of the spring, and the limiting structure is only engaged at a specific position, effectively reducing friction and wear during the sliding process and extending the service life of the component.

[0062] Furthermore, the sleeve 3 is made of magnetic material, and the wire-controlled steering emergency connection device also includes: an electromagnetic coil 5, which is connected to at least one of the output shaft 6 and the housing 4. The electromagnetic coil 5 has an energized starting state, and the electromagnetic coil 5 is used to provide a magnetic field force to the sleeve 3 in the starting state to move the sleeve 3 to the working position and the disengaged position.

[0063] The electromagnetic coil 5 electromagnetically controls the position switching of the sliding sleeve 3, thereby achieving a quick response and simple and labor-saving operation.

[0064] Furthermore, a sensor 2 is provided on the housing 4 , and the sensor 2 is used to detect the axial displacement of the sliding sleeve 3 along the input shaft 1 .

[0065] Furthermore, at least one pressure plate 20 is provided on one end of the sleeve 3 close to the input shaft 1, one end of the pressure plate 20 is connected to the outer peripheral surface of the sleeve 3, and the other end of the pressure plate 20 is extended outward along the radial direction of the sleeve 3, wherein stepping on the pressure plate 20 can move the sleeve 3 to the working position.

[0066] The pedal plate 20 can be stepped on by the driver with one foot or with both feet.

[0067] In an optional embodiment, a steer-by-wire emergency connection device includes an input shaft, an output shaft, an electromagnetic coil, a housing, a sleeve, a limiter, a sensor, and a controller. The upper end of the input shaft is connected to the output shaft of a road feel simulation column, the lower end of the output shaft is connected to the steer-by-wire actuator, the output shaft is splined to the electromagnetic coil device, the electromagnetic coil device is fixedly connected to the lower end of the housing, the external splines of the sleeve mate with the internal splines of the housing, and the internal splines of the sleeve mate with the external splines of the input shaft. The limiter comprises a spring and a steel ball, the sensor is used to detect whether the sleeve is slipping, and the controller is the controller of the road feel simulation column.

[0068] When the steer-by-wire system is in operation, the retaining groove in the sleeve is connected to the input shaft's retaining mechanism, securing the sleeve to the input shaft and preventing movement. Furthermore, the sleeve is disconnected from the housing spline, preventing input shaft rotation from being transmitted to the output shaft. Therefore, this situation does not affect the steer-by-wire system's functionality, as there is no mechanical connection between the road feel simulator and the steer-by-wire actuator.

[0069] If the steer-by-wire fails but the solenoid coil remains, neither the steer-by-wire road feel simulation strategy nor the steering execution strategy will be executed, preventing the steer-by-wire strategy from affecting the driver's correct judgment and operation. At this time, the solenoid coil generates current and magnetic force, which causes the sliding sleeve to disengage the retaining device and move axially along the input shaft. When the sliding sleeve reaches the retaining groove in the housing, the retaining device is fixed in the retaining groove, and the external spline of the sliding sleeve connects with the internal spline of the housing, allowing the rotation of the input shaft to be transmitted to the output shaft. Therefore, despite the lack of signal processing between the road feel simulation column and the steer-by-wire actuator, basic steering function can still be achieved, avoiding the phenomenon of no steering function caused by steer-by-wire failure.

[0070] If the steer-by-wire system or the electromagnetic coil fails, neither the steer-by-wire road feel simulation nor the steering execution strategy will be executed, preventing the steer-by-wire strategy from affecting the driver's correct judgment and operation. At this point, the electromagnetic coil has no current and cannot generate magnetic force, so the sleeve cannot slide downward and cannot transmit the motion of the input and output shafts. Therefore, the driver must step on the thin plates at each end of the sleeve. With the driver's action, the sleeve overcomes the resistance of the fixed point and moves downward. Under the action of the bottom end surface of the housing, the lower end surface of the sleeve engages with the bottom of the housing to achieve a fixed position. When the foot leaves the sleeve, despite bumps on the road, the sleeve is fixed by the grooves and limit devices inside the housing, ensuring stable transmission of motion between the input and output shafts.

[0071] There is no mechanical connection between the road feel simulation device of the steer-by-wire and the steer-by-wire actuator. In order to ensure the safety of the driver in the event of failure of the steer-by-wire, the present invention designs a steer-by-wire emergency connection device to achieve a mechanical connection between the road feel simulation device of the steer-by-wire and the steer-by-wire actuator, so that the driver can control the steering system.

[0072] Figure 1This is a flow chart of the control method for a steer-by-wire emergency connection device. When the steer-by-wire fails, the steer-by-wire road feel simulation strategy and steering execution strategy are not executed, preventing the steer-by-wire strategy from affecting the driver's correct judgment and operation. The road feel simulation controller detects the failure signal and controls the electromagnetic coil, causing it to generate magnetic force, thereby controlling the movement of the sleeve. If the sensor detects no movement of the sleeve within a specified time, the road feel simulation controller continues to increase the current to enhance the magnetic force and limits the maximum current. Once the sensor detects movement of the sleeve, the output current is maintained to allow the sleeve to complete the stroke. When the sensor detects the end of sleeve movement, the current output is interrupted to reduce power consumption, ultimately enabling motion transmission between the input and output shafts of the emergency connector. Because the road feel simulation controller periodically collects the failure signal, the road feel simulation device can connect the clutch input and output shafts before the driver perceives the steer-by-wire failure, ensuring driving safety. In the extreme case that the electromagnetic coil also fails, the driver can step down with both feet on the thin plates at both ends of the sleeve to move the sleeve downward, thereby achieving connection between the input shaft and output shaft of the emergency connector and realizing power transmission.

[0073] Figure 2 This is a schematic diagram of the steer-by-wire emergency connection assembly, including an input shaft, output shaft, electromagnetic coil, housing, sleeve, limiter, sensor, and controller. The upper end of the input shaft is connected to the output shaft of the road feel simulation column, while the lower end of the output shaft is connected to the steer-by-wire actuator. The output shaft is splined to the electromagnetic coil assembly, which is fixedly connected to the lower end of the housing. The second spline 13 of the sleeve mates with the second spline groove 15 of the housing, while the first spline groove 7 of the sleeve mates with the external spline groove 9 of the input shaft. The limiter consists of a spring and a steel ball.

[0074] Figure 3 This is a schematic diagram of the input shaft and sleeve coupling. When the steer-by-wire function is in effect, the sleeve is secured to the input shaft and disconnected from the output shaft by the action of the sleeve's first retaining groove 8 and the input shaft's first retaining structure 11. Turning the steering wheel then rotates the input shaft, which in turn rotates the sleeve via the first spline 10 and first spline groove 7. When the steer-by-wire function fails, the magnetic force causes the sleeve to overcome the resistance of the retaining mechanism and move downward along the axial direction of the input shaft, ultimately connecting the input and output shafts.

[0075] Figure 4This is a schematic diagram of the structure of the sleeve and housing. When the steering-by-wire function is active, there is no connection between the sleeve and the housing, and the sleeve does not transmit power to the housing. When the steering-by-wire function fails, the sleeve slides downward under the influence of magnetic force, and the second spline 13 and second spline groove 15 cooperate to transmit power. The second limiting structure 12 and second limiting groove 14 cooperate to limit the sleeve, preventing it from moving up and down during vehicle operation. The upper end surface of the spline groove of the housing is chamfered to increase the spacing between the spline grooves, improving the efficiency of the spline-slot connection.

[0076] When the vehicle is driving, the road feel simulation controller detects the wire-controlled steering failure signal in real time and periodically. When the road feel simulation controller does not detect the wire-controlled steering failure signal, the controller does not exert any control on the emergency connector. Under the action of the first limiting groove 8 and the first limiting structure 11, the sleeve is fixed and there is a gap between the sleeve and the shell, that is, there is no mechanical connection between the input shaft and the output shaft of the emergency connector, that is, there is no power transmission. At this time, the vehicle normally executes all wire-controlled steering strategies, giving the driver the best driving experience.

[0077] When the road-sensing simulation controller detects a steer-by-wire failure signal, neither the steer-by-wire road-sensing simulation strategy nor the steering execution strategy is executed, preventing the steer-by-wire strategy from affecting the driver's correct judgment and operation. The road-sensing simulation controller controls the current output to the electromagnetic coil, causing the electromagnetic coil to generate a magnetic force, which attempts to move the sleeve downward. Simultaneously, the sensor detects whether the sleeve is sliding. If the sensor detects that the sleeve is not sliding, the road-sensing simulation controller continues to increase the output current, thereby generating a greater magnetic force to move the sleeve downward.

[0078] When the sensor detects the sliding sleeve, the current acting on it overcomes the resistance of the input shaft limiter and continues downward along the input shaft axis. Simultaneously, the controller controls the output current based on the sliding sleeve's sliding speed. When the sliding speed reaches the target value, the road feel simulation controller maintains the output current at that moment. When the sensor detects the sliding sleeve has reached its endpoint, the road feel simulation controller interrupts the current output to reduce system energy consumption. At this point, a limiting relationship is formed between the second limiting structure 12 and the second limiting groove 14 of the housing, preventing the sliding sleeve from moving up and down while the vehicle is in motion. At this point, when the driver turns the steering wheel, the input shaft rotates, which in turn drives the sliding sleeve via the spline, which in turn drives the housing via the spline. Because the output shaft and electromagnetic device are fixed to the housing, this in turn causes the output shaft to rotate, which in turn drives the steering actuator, achieving the vehicle's steering function.

[0079] Because the road feel simulation controller periodically samples the steer-by-wire failure signal in a smaller cycle, the steer-by-wire emergency connection device can perform the steer-by-wire emergency connection operation before the driver discovers the steer-by-wire failure. When the driver turns the steering wheel, the driver can control the steering system to ensure driving safety.

[0080] When the road-feel simulation controller detects a steer-by-wire failure signal and the electromagnetic coil simultaneously fails, neither the steer-by-wire road-feel simulation strategy nor the steering execution strategy is executed, preventing the steer-by-wire strategy from affecting the driver's correct judgment and operation. At this point, the driver turns the steering wheel, but the vehicle does not perform any steering action. The driver then presses down on the thin plate (pressure plate 20) of the sliding sleeve, causing the sliding sleeve to move downward. When the sliding sleeve reaches its end point, a limiting relationship is established between the stopper and the groove of the housing, preventing the sliding sleeve from moving up and down while the vehicle is in motion. The driver can then remove their feet.

[0081] At this point, when the driver turns the steering wheel, the input shaft rotates, which in turn drives the sleeve via the spline, which in turn drives the housing via the spline. Since the output shaft and electromagnetic device are fixed to the housing, this in turn causes the output shaft to rotate, which in turn drives the steering actuator to rotate, achieving the vehicle's steering function. This is an extreme case. To ensure driver safety in the event of various steer-by-wire failures, this structure allows the driver to control the emergency connection device to connect the input and output shafts, thereby enabling the steering system to steer, avoiding the possibility of steering system loss of control in extremely rare circumstances. This emergency connection device increases the steering system's fault tolerance.

[0082] Furthermore, the steer-by-wire emergency connection device further includes a controller, which is configured to control the electromagnetic coil 5 to enter a start-up state after detecting a steer-by-wire failure signal.

[0083] The limit device can be replaced by a device of other structural types; there are many types of sensors, and different types of sensors can be used; the device that is manually connected can be replaced by a device of other structures.

[0084] According to another aspect of the present invention, a vehicle is provided, comprising a steer-by-wire emergency connection device, wherein the steer-by-wire emergency connection device is the above-mentioned steer-by-wire emergency connection device.

[0085] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0086] 1. High safety: This application uses a controller that simulates road feel to control the current output to the electromagnetic coil and execute the emergency connection action, ensuring driving safety. If the electromagnetic coil also fails, the emergency connection device can be manually intervened to achieve an emergency connection. The sensor can detect the movement of the sliding sleeve, and the controller controls the current level and thus the movement of the sliding sleeve to ensure the normal operation of the emergency device.

[0087] 2. Emergency connection is fast. This application detects the signal of wire control failure through a controller simulated by road sense. When the wire control failure signal is detected, the emergency connection action will be executed immediately to ensure driving safety.

[0088] 3. Low power consumption. When the sleeve moves to the limit position, the position of the sleeve is fixed under the action of the limit device. When the sensor detects that the sleeve has reached the end point, the current output can be interrupted.

[0089] 4. The structure is simple. The connection device provided in this application adopts a highly integrated matching mechanism, which is easy to install and has high stability in use.

[0090] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0091] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0092] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0093] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A wire-controlled steering emergency connection device, characterized in that: include: An input shaft (1), a first end of the input shaft (1) being connected to an output shaft of a road feel simulation column; A sliding sleeve (3), the sliding sleeve (3) being connected to the second end of the input shaft (1), and the sliding sleeve (3) being movably arranged along the axial direction of the input shaft (1); A housing (4), the housing (4) being arranged adjacent to the sliding sleeve (3), and a mounting cavity being provided in the housing (4); an output shaft (6), wherein a first end of the output shaft (6) is connected to the housing (4), and a second end of the output shaft (6) is connected to a steering actuator; The sliding sleeve (3) has a working position in which it moves into the mounting cavity and is connected to the housing (4), and a disconnecting position in which it is disconnected from the housing (4). When the sliding sleeve (3) is in the working position, the input shaft (1) and the output shaft (6) are dynamically coupled. The sliding sleeve (3) is a columnar structure, and a cavity is provided inside the sliding sleeve (3). The second end of the input shaft (1) is located in the cavity. A plurality of first splines (10) are provided on the second end of the input shaft (1), and the plurality of first splines (10) are arranged at intervals along the circumference of the input shaft (1). A plurality of first spline grooves (7) are arranged at intervals along the circumference on the annular side wall of the cavity. The plurality of first splines (10) and the plurality of first spline grooves (7) are arranged in a one-to-one correspondence, and each first spline (10) is located in the corresponding first spline groove (7). Each first spline (10) is provided along the radial direction of the input shaft (1) and protrudes from the annular surface of the input shaft (1); a first limiting structure (11) is provided on the area between adjacent first splines (10); a first limiting groove (8) is provided on the annular side wall of the cavity at a position corresponding to each first limiting structure (11); a plurality of first limiting structures (11) are provided corresponding to a plurality of first limiting grooves (8); wherein, when the sliding sleeve (3) is located at the disconnected position, each first limiting structure (11) is located in the corresponding first limiting groove (8); and the first limiting structure (11) comprises a spring and a steel ball connected to the end of the spring; A second spline groove (15) is provided on the annular side wall of the mounting cavity, and a second spline (13) is provided on the outer peripheral surface of one end of the sliding sleeve (3) close to the housing (4); when the sliding sleeve (3) is located in the working position, the second spline groove (15) is engaged with the second spline (13); A plurality of second limiting structures (12) are circumferentially arranged on the outer peripheral surface of one end of the sliding sleeve (3) close to the input shaft (1), and a plurality of second limiting grooves (14) are arranged on the annular side wall of the mounting cavity at positions corresponding to the second limiting structures (12). When the sliding sleeve (3) is located in the working position, each second limiting structure (12) is located in the corresponding second limiting groove (14), and the second limiting structure (12) includes a spring and a steel ball connected to the end of the spring; At least one pressure plate (20) is provided on one end of the sliding sleeve (3) close to the input shaft (1), one end of the pressure plate (20) is connected to the outer peripheral surface of the sliding sleeve (3), and the other end of the pressure plate (20) is extended outward along the radial direction of the sliding sleeve (3), wherein stepping on the pressure plate (20) can move the sliding sleeve (3) to the working position.

2. The steer-by-wire emergency connection device according to claim 1, characterized in that: The sliding sleeve (3) is made of magnetic material, and the wire-controlled steering emergency connection device further comprises: An electromagnetic coil (5) is connected to at least one of the output shaft (6) and the housing (4), and the electromagnetic coil (5) has an energized starting state. The electromagnetic coil (5) is used to provide a magnetic field force to the sliding sleeve (3) in the starting state so that the sliding sleeve (3) moves to the working position and the disconnected position.

3. The steer-by-wire emergency connection device according to claim 1, characterized in that: A sensor (2) is provided on the housing (4), and the sensor (2) is used to detect the axial displacement of the sliding sleeve (3) along the input shaft (1).

4. The steer-by-wire emergency connection device according to claim 2, characterized in that: The wire-controlled steering emergency connection device further comprises a controller, which is used to control the electromagnetic coil (5) to enter a start-up state after detecting a wire-controlled steering failure signal.

5. A vehicle comprising a steer-by-wire emergency connection device, characterized in that: The steer-by-wire emergency connection device is the steer-by-wire emergency connection device according to any one of claims 1 to 4.

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