Drive-by-wire steering gear, steering control method and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a drive-by-wire steering gear, a steering control method and a vehicle, the drive-by-wire steering gear comprises a shell, a steering assembly, a self-locking assembly and a controller, the self-locking assembly is connected to the shell and arranged on the peripheral side of the steering assembly, and the self-locking assembly has a locking state and an unlocking state. During application, in the normal driving process, the self-locking assembly can be kept in the unlocking state, the steering assembly is driven to move and can drive the steering wheel to steer, if a fault occurs, the controller controls the self-locking assembly to be switched into the locking state according to a fault signal, and therefore the current position of the steering assembly is locked when the fault occurs; the problem that the steering wheel swings back and forth due to continuous movement of the steering assembly is prevented, and the stability and safety of the vehicle are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a wire-controlled steering device, a steering control method and a vehicle. Background Art

[0002] Compared with traditional mechanical steering gears, the wire-controlled steering gear eliminates the mechanical connection between the steering wheel and the steering wheel. Therefore, if the wire-controlled steering gear control system fails during vehicle driving, the steering wheel cannot be controlled by the steering wheel. The steering gear rack will move back and forth through the pull rod connected to the steering wheel, causing the steering wheel to swing and making it impossible to maintain the stability of the vehicle. Summary of the Invention

[0003] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a wire-controlled steering device that effectively prevents the steering wheel from swinging back and forth. The present application also proposes a vehicle having the wire-controlled steering device and a steering control method.

[0004] In the first aspect, the wire-controlled steering gear of an embodiment of the present application includes a housing, a steering assembly, a self-locking assembly and a controller, wherein the steering assembly is arranged in the housing for connecting the steering wheel; the self-locking assembly is connected to the housing and is arranged on the outer peripheral side of the steering assembly, and the self-locking assembly has a locked state and an unlocked state. In the unlocked state, the steering assembly is driven to move relative to the self-locking assembly to drive the steering wheel to steer; in the locked state, the self-locking assembly locks the steering assembly; the controller is communicatively connected to the self-locking assembly, and the controller is configured to control the self-locking assembly to switch from the unlocked state to the locked state according to a fault signal to lock the current position of the steering assembly.

[0005] The wire-controlled steering gear according to the embodiment of the present application has at least the following beneficial effects: when used, during normal driving, the self-locking component can be kept in an unlocked state, and the steering component can be driven to drive the steering wheel to steer; if a fault occurs, the controller controls the self-locking component to switch to a locked state according to the fault signal, thereby locking the current position of the steering component in the event of a fault, preventing the steering component from continuing to move and causing the steering wheel to swing back and forth, thereby improving the stability and safety of the vehicle.

[0006] According to some embodiments of the present application, the steer-by-wire device comprises a gear and a rack that are meshed together, and the rack is suitable for connecting to the steering wheel; The self-locking assembly includes a connecting member, a lock tongue, and a driving assembly, wherein the connecting member is connected to the housing, the driving assembly is connected to the connecting member, the lock tongue is movably connected to the connecting member, and the driving assembly is controlled by the controller to drive the lock tongue to move relative to the connecting member to switch between the unlocked state and the locked state; In the unlocked state, the gear is driven to rotate and can drive the rack to move along the extension direction of the rack to drive the steering wheel to steer, and the lock tongue is used to lock the rack or the gear in the locked state.

[0007] According to some embodiments of the wire-controlled steering gear of the present application, the connecting member is provided on the outer peripheral side of the rack, and a side of the rack facing the lock tongue is provided with a plurality of locking positions distributed along the movement direction of the rack. In the unlocked state, a gap is provided between the lock tongue and the locking position, and the lock tongue is used to lock the locking position corresponding to the lock tongue in the locked state. Alternatively, the connecting member is arranged on the outer peripheral side of the gear shaft of the gear, and the gear shaft has a plurality of locking positions distributed around the circumference of the gear shaft corresponding to the position of the lock tongue; in the unlocked state, there is a gap between the lock tongue and the locking position, and the lock tongue is used to lock the locking position corresponding to the lock tongue in the locked state.

[0008] According to some embodiments of the wire-controlled steering gear of the present application, the drive assembly includes an electromagnet, a coil, and an elastic member, the electromagnet is fixed to the connecting member, the coil is wound around the outer circumference of the electromagnet and is electrically connected to the controller, and the elastic member abuts between the lock tongue and the electromagnet; The controller is used to switch the coil between an energized state and an unenergized state. In the energized state, the electromagnet adsorbs the lock tongue to compress the elastic member, and the self-locking assembly is in the unlocked state. In the unenergized state, the elastic member drives the lock tongue to move away from the electromagnet, and the self-locking assembly is in the locked state.

[0009] According to some embodiments of the wire-controlled steering gear of the present application, the connecting member is arranged on the outer peripheral side of the rack, and the side of the connecting member facing the rack has a support surface, and the support surface abuts the outer surface of the rack; or, the connecting member is arranged on the outer peripheral side of the gear shaft of the gear, and the side of the connecting member facing the gear shaft has a support surface, and the support surface abuts the outer surface of the gear shaft.

[0010] According to some embodiments of the wire-controlled steering gear of the present application, the self-locking assembly includes a coil and a magnetic fluid. The magnetic fluid is enclosed in the housing and surrounds a partial outer peripheral wall of the steering assembly. The coil is controlled by the controller to provide a changing electromagnetic field for the magnetic fluid, wherein: The magnetic fluid changes its damping state under the action of a changing electromagnetic field to switch between the unlocked state and the locked state; In the unlocked state, the magnetic fluid is in a first damping state, and the steering assembly is driven to move relative to the magnetic fluid; In the locked state, the magnetic fluid is in a second damping state and provides a damping force for limiting the movement of the steering assembly. The magnetic fluid locks the current position of the steering assembly.

[0011] According to some embodiments of the wire-controlled steering gear of the present application, according to some embodiments of the wire-controlled steering gear of the present application, the self-locking component also includes a limit member, which is wrapped in the magnetic fluid and connected to the steering assembly. In the unlocked state, the movement of the steering assembly drives the limit member to move relative to the magnetic fluid. In the locked state, the magnetic fluid provides a damping force to limit the movement of the limit member to lock the current position of the steering assembly.

[0012] In a second aspect, a steering control method according to an embodiment of the present application is applied to the aforementioned steer-by-wire device, and the steering control method includes: When the vehicle is in normal driving state, keeping the self-locking component in the unlocked state; In response to a fault signal during vehicle driving, the self-locking component is controlled to switch from the unlocked state to the locked state, thereby locking the current position of the steering component and limiting the swing of the steering wheel.

[0013] The steering control method according to the embodiment of the present application has at least the following beneficial effects: the use of a wire-controlled steering gear can achieve a more flexible steering function, and the steering control method of the present application can effectively suppress the swing of the steering wheel caused by the loss of control of the steering component by locking the current position of the steering component in response to the detected fault signal when a fault signal is detected, thereby ensuring the stability of the vehicle.

[0014] According to some embodiments of the present application, the steering control method further includes: collecting driving parameters of the vehicle during driving, the driving parameters including vehicle speed, steering wheel angle, and steering wheel speed; Based on the driving parameters, the current driving condition of the vehicle is determined, and when the driving parameters deviate from a preset parameter range, the fault signal is generated.

[0015] Thirdly, the vehicle of the embodiment of the present application includes the above-described wire-controlled steering gear, which effectively solves the problem of steering wheel swing caused by a malfunction of the wire-controlled steering gear, avoids affecting subsequent braking or pulling-over operations of the vehicle, and is conducive to improving driving safety.

[0016] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic structural diagram of a wire-controlled steer device according to an embodiment of the present application; Figure 2 This is an exploded schematic diagram of a partial structure of a wire-controlled steer-by-wire device according to an embodiment of the present application; Figure 3 A schematic structural diagram of a self-locking assembly and a rack in a wire-controlled steer-by-wire device according to an embodiment of the present application; Figure 4 A partial cross-sectional schematic diagram of a self-locking component of a structure in a wire-controlled steer-by-wire device according to an embodiment of the present application; Figure 5 This is a partial structural exploded diagram of a self-locking component of a structure in a wire-controlled steer-by-wire gear according to an embodiment of the present application; Figure 6 This is a partial structural diagram of a wire-controlled steer device according to another embodiment of the present application; Figure 7 This is a partial structural diagram of a wire-controlled steer device according to another embodiment of the present application; Figure 8 This is another structural schematic diagram of the limiter and gear in the wire-controlled steering device according to an embodiment of the present application.

[0018] Reference numerals: Housing 100; mounting groove 110; mounting opening 120; Steering assembly 200; gear 210; gear shaft 211; rack 220; locking position 221; Self-locking assembly 300; Connecting member 310; supporting surface 311; opening 312; locking tongue 320; driving assembly 330; electromagnet 331; coil 332; elastic member 333; locking member 334; magnetic fluid 340; sealing member 350; limiting member 360; gap 361; through hole 362; blocking portion 363; Controller 400; Steering tie rod 500. DETAILED DESCRIPTION

[0019] The following will clearly and completely describe the concept and technical effects of this application in conjunction with the embodiments to fully understand the purpose, features and effects of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments of this application, other embodiments obtained by those skilled in the art without creative work are all within the scope of protection of this application.

[0020] In the description of the embodiments of the present application, if orientation descriptions are involved, the orientations or positional relationships indicated by "up", "down", "front", "back", "left", "right", etc. are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present application.

[0021] In the description of the embodiments of the present application, if a certain feature is referred to as being “set,” “fixed,” “connected,” or “installed” on another feature, it may be directly set, fixed, or connected on the other feature, or it may be indirectly set, fixed, connected, or installed on the other feature. In the description of the embodiments of the present application, if “several” is involved, it means more than one; if “multiple” is involved, it means more than two; if “greater than,” “less than,” or “exceeds” is involved, it should be understood as not including the number itself; if “above,” “below,” or “within” is involved, it should be understood as including the number itself. If “first” or “second” is involved, it should be understood as being used to distinguish technical features, and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

[0022] A steer-by-wire system eliminates the traditional mechanical connection between the steering wheel and the steering wheel. In a steer-by-wire system, steering control is typically performed by a steering control unit (ECU) that receives and processes steering commands from the steering wheel and then controls the steer-by-wire system to drive the steering wheel via the steering rods. This replaces the traditional mechanical connection, converting steering wheel inputs directly into electrical signals that control the steer-by-wire system to steer the steering wheel. Therefore, if a steer-by-wire control system malfunctions, steering wheel control becomes unavailable. The steering rack will move back and forth via the rods connecting the steering wheels, causing the steering wheel to wobble and losing vehicle stability.

[0023] The present invention provides a steer-by-wire system, a steering control method, and a vehicle equipped with the steer-by-wire system. A self-locking assembly can lock the current position of the steering assembly upon detecting a fault signal, effectively suppressing steering wheel swing caused by loss of control of the steering assembly, ensuring vehicle stability, and improving driving safety. The following describes the present invention in conjunction with the accompanying drawings.

[0024] refer to Figure 1 and Figure 2 The wire-controlled steering gear is suitable for installation in a vehicle and is applied to the vehicle's steering system to output power to the steering wheel to complete the steering action. The wire-controlled steering gear of the embodiment of the present application includes a housing 100, a steering assembly 200, a self-locking assembly 300 and a controller 400.

[0025] The steering assembly 200 is disposed within the housing 100 and is configured to connect to the steering wheel, thereby driving the steering wheel to deflect and achieve steering. For example, the steering assembly 200 may be connected to the steering wheel via a steering tie rod 500. When driven, the steering assembly 200 can drive the steering wheel to deflect and achieve steering via the steering tie rod 500.

[0026] The self-locking assembly 300 is controlled by the controller 400 and can lock the steering assembly 200, inhibiting its movement. The self-locking assembly 300 is connected to the housing 100 and disposed on the outer periphery of the steering assembly 200. The self-locking assembly 300 has a locked state and an unlocked state. In the unlocked state, the steering assembly 200 is driven to move relative to the self-locking assembly 300, thereby steering the steering wheel. In the locked state, the self-locking assembly 300 locks the steering assembly 200, inhibiting its movement.

[0027] During normal vehicle operation, the self-locking assembly 300 can remain unlocked, allowing the steering assembly 200 to be driven to steer the steering wheel. The controller 400 is communicatively connected to the self-locking assembly 300 and, in response to a fault signal, controls the self-locking assembly 300 to switch from an unlocked state to a locked state, thereby locking the current position of the steering assembly 200.

[0028] Therefore, during vehicle driving, when the steering assembly 200 is at any position and a fault occurs, upon detecting a fault in the steering control system, the controller 400 can control the self-locking assembly 300 to switch to a locked state according to the fault signal, thereby locking the current position of the steering assembly 200 in the event of a fault, preventing the steering assembly 200 from continuing to move, thereby locking the current position of the steering wheel, effectively suppressing uncontrolled swaying of the vehicle caused by uncontrolled deflection of the steering wheel, and facilitating rapid stabilization of the vehicle for subsequent vehicle control operations. This effectively solves the problem of the steering wheel being unable to be controlled by the steering wheel when the steering control system of the wire-controlled steer system fails, causing the steering wheel to swing back and forth, thereby improving the stability and safety of the vehicle.

[0029] The self-locking component 300 locks the current position of the steering component 200, which means that the controller 400 controls the position of the steering component 200 when the self-locking component 300 is switched to a locked state. Timely locking of the current position of the steering component 200 can timely limit the movement of the steering component 200 when a fault is detected, thereby suppressing the swing of the steering wheel, thereby timely stabilizing the vehicle position and preventing the vehicle from swinging back and forth.

[0030] Furthermore, in a vehicle employing a steer-by-wire system according to an embodiment of the present application, upon detecting a steering system malfunction, the current position of the steering assembly 200 is promptly locked, preventing steering wheel swing from affecting the vehicle's braking system's ability to adjust the braking force of each wheel to slow the vehicle to a curb and stop, thereby improving driving safety. It will be appreciated that adjusting the braking force of each wheel through the vehicle's braking system to slow the vehicle to a curb and stop is readily achievable by those skilled in the art based on existing vehicle braking system functionality, and is therefore state-of-the-art. The principles and control methods thereof are not further elaborated herein.

[0031] The steering assembly 200 may include a meshing gear 210 and a rack 220. The rack 220 is movably disposed within the housing 100 and is adapted to connect to a steering wheel. For example, the rack 220 may be connected to the steering wheel via a steering rod 500. The driven rotation of the gear 210 can drive the rack 220 to move along the direction in which the rack 220 extends. This can transmit torque to the steering wheel via the steering rod 500, causing the steering wheel to deflect.

[0032] The steer-by-wire system may also include a power mechanism, such as a steering motor, to drive the rotation of gear 210. The power mechanism may be controlled by controller 400. During normal vehicle operation, controller 400 controls the steering motor to output power based on steering signals from the steering wheel, thereby driving the rotation of gear 210. Gear 210 includes a gear body and a gear shaft 211 connected to the gear body. The power mechanism is connected to gear shaft 211. The power mechanism drives the gear shaft 211 and the gear body to rotate, thereby driving the movement of rack 220.

[0033] The self-locking assembly 300 can be used to lock the current position of the rack 220 in the locked state.

[0034] For example, reference Figure 1 and Figure 2 The self-locking component 300 can be arranged on the outer peripheral side of the rack 220. In the unlocked state, the gear 210 is driven to rotate and can drive the rack 220 to move along the extension direction of the rack 220. As a result, the torque can be transmitted to the steering wheel through the steering rod 500 to deflect the steering wheel. In the locked state, the self-locking component 300 locks the current position of the rack 220.

[0035] The rack 220 is typically a long rod, and the self-locking assembly 300 can lock the rack 220 using a variety of structural methods. For example, the self-locking assembly 300 can use a controlled, retractable clamping seat to abut and clamp the outer wall of the rack 220, thereby limiting the movement of the rack 220. Alternatively, a controlled, movable clamping member can be used to clamp a locking position such as a hole, groove, or boss provided on the rack 220, thereby limiting the movement of the rack 220. Other feasible mechanical limit methods can also be used to limit the movement of the rack 220. In this way, the swing of the steering wheel is suppressed by mechanical locking.

[0036] The self-locking assembly 300 can also be used to lock the current position of the gear 210 in the locked state.

[0037] For example, the gear 210 may have a gear shaft 211, which is connected to a power mechanism. The power mechanism drives the gear shaft 211 to rotate, causing the gear 210 to rotate and drive the rack 220 to move. The self-locking assembly 300 may be disposed on the outer circumference of the gear shaft 211. In the unlocked state, the gear shaft 211 is driven to rotate the gear 210, which drives the rack 220 to move along the extension direction of the rack 220. As a result, torque can be transmitted to the steering wheel through the steering rod 500, causing the steering wheel to deflect. In the locked state, the self-locking assembly 300 locks the current position of the gear shaft 211.

[0038] The gear shaft 211 is typically a cylindrical rod. The self-locking assembly 300 can lock the gear shaft 211 using a variety of structural methods. For example, the self-locking assembly 300 can use a controlled, retractable clamping seat to abut and clamp the outer wall of the gear shaft 211, limiting the rotation of the gear shaft 211. Alternatively, a controlled, movable clamping member can be used to clamp a locking position such as a hole, groove, or boss provided on the gear shaft 211, limiting the rotation of the gear shaft 211. Alternatively, other feasible mechanical limiting methods can be used to limit the rotation of the gear shaft 211, thereby locking the current position of the gear 210. The locked rotation of the gear 210 also restricts the movement of the rack 220 meshing with the gear 210, thereby locking the current position of the rack 220. In this way, the swing of the steering wheel is suppressed by mechanical locking.

[0039] refer to Figure 3 and Figure 4 In some embodiments, the self-locking assembly 300 includes a connector 310, a lock tongue 320, and a drive assembly 330. The connector 310 can provide a mounting base for the drive assembly 330 and the lock tongue 320. The connector 310 is connected to the housing 100, the drive assembly 330 is connected to the connector 310, and the lock tongue 320 is movably connected to the connector 310. This allows the self-locking assembly 300 to be mounted on the housing 100.

[0040] Drive assembly 330, controlled by controller 400, drives lock tongue 320 relative to connector 310 to switch between unlocked and locked states. In the unlocked state, gear 210 is driven to rotate, driving rack 220 along its extension direction, thereby driving the steering wheel to steer, allowing the vehicle to travel and steer normally.

[0041] In some embodiments, the lock tongue 320 can be used to lock the rack 220 in the locked state. For example, the lock tongue 320 is arranged on the outer peripheral side of the rack 220. In the unlocked state, there is a gap between the lock tongue 320 and the rack 220. In the locked state, the lock tongue 320 is engaged with the rack 220, limiting the movement of the rack 220 and thereby locking the current position of the rack 220.

[0042] refer to Figure 2 and Figure 3 As an example, the connecting member 310 of the self-locking assembly 300 is disposed on the outer periphery of the rack 220, so that the lock tongue 320 is located on the outer periphery of the rack 220. The driving assembly 330 is controlled by the controller 400 to drive the lock tongue 320 to move relative to the connecting member 310 to move closer to or away from the rack 220. A plurality of locking positions 221 are distributed along the movement direction of the rack 220 on the side of the rack 220 facing the lock tongue 320. In the unlocked state, there is a gap between the lock tongue 320 and the locking positions 221, allowing the rack 220 to move relative to the lock tongue 320. During the movement, each locking position 221 passes through the lock tongue 320 along the movement direction of the rack 220. In the locked state, the lock tongue 320 is used to lock the locking position 221 corresponding to the lock tongue 320, thereby achieving mechanical locking of the rack 220.

[0043] Among them, the locking position 221 on the rack 220 can be a hole or a groove, and the lock tongue 320 is driven to move toward the rack 220 and can engage with the current corresponding hole or groove to lock the current position of the rack 220. The locking position 221 can also be a boss protruding from the outer peripheral side surface of the rack 220. A limiting groove is provided on the side of the lock tongue 320 facing the rack 220. The lock tongue 320 is driven to move toward the rack 220 and can engage with the current corresponding boss through the limiting groove to lock the current position of the rack 220.

[0044] In some embodiments, the lock tongue 320 can be used to lock the gear shaft 211 of the gear 210 in the locked state, thereby limiting the movement of the rack 220, thereby locking the current position of the rack 220. For example, the gear 210 can have a gear shaft 211, and the gear shaft 211 is used to connect the power mechanism. The power mechanism drives the gear shaft 211 to rotate so that the gear 210 rotates and drives the rack 220 to move. The lock tongue 320 is provided on the outer peripheral side of the gear shaft 211 of the gear 210. In the unlocked state, the lock tongue 320 and the gear shaft 211 have a gap. In the locked state, the lock tongue 320 is engaged with the gear shaft 211, limiting the rotation of the gear shaft 211 and thereby locking the current position of the gear 210. The rotation of the gear 210 is locked so that the rack 220 meshing with the gear 210 is also restricted from moving, thereby locking the current position of the rack 220.

[0045] As an example, the connecting member 310 of the self-locking assembly 300 is provided on the gear shaft 211 of the gear 210 (the gear shaft 211 can refer to Figure 8 ), thus the locking tongue 320 is located on the outer circumference of the gear shaft 211. The driving assembly 330 is controlled by the controller 400 to drive the locking tongue 320 to move relative to the connecting member 310 toward or away from the gear shaft 211. A plurality of locking positions 221 are distributed around the gear shaft 211, corresponding to the positions of the locking tongue 320. In the unlocked state, a gap exists between the locking tongue 320 and the locking positions 221, allowing the gear shaft 211 to rotate relative to the locking tongue 320. During this rotation, each locking position 221 passes through the locking tongue 320 in the direction of rotation of the gear shaft 211. In the locked state, the locking tongue 320 is used to lock the locking position 221 corresponding to the locking tongue 320, thereby achieving mechanical locking of the gear shaft 211.

[0046] Among them, the locking position 221 on the gear shaft 211 can be a hole or a groove, and the lock tongue 320 is driven to move toward the gear shaft 211 and can engage with the current corresponding hole or groove to lock the current position of the gear shaft 211. The locking position 221 can also be a boss protruding from the outer peripheral side surface of the gear shaft 211. The lock tongue 320 is provided with a limiting groove on the side facing the gear shaft 211. The lock tongue 320 is driven to move toward the gear shaft 211 and can engage with the current corresponding boss through the limiting groove to lock the current position of the gear shaft 211.

[0047] Therefore, after a fault is detected, under the control of the controller 400, the lock tongue 320 of the self-locking assembly 300 promptly locks the current position of the rack 220 or the gear 210, thereby limiting the movement of the rack 220. After the current position of the rack 220 is locked, the rack 220 stops swinging, thereby preventing the vehicle from swinging.

[0048] The driving assembly 330 in the self-locking assembly 300 for driving the locking tongue 320 to move can adopt various driving methods.

[0049] As an example, the drive component 330 can be a pneumatic structure. For example, the drive component 330 can be a cylinder, which is connected to a compressed air source through a pipeline. The output shaft of the cylinder is connected to the lock tongue 320. The cylinder is controlled by the controller 400 to control the extension and retraction of the output shaft to drive the lock tongue 320 to move and switch between the locked state and the unlocked state.

[0050] refer to Figure 4 As another example, the drive assembly 330 may also be an electric structure. For example, the drive assembly 330 may include an electromagnet 331, a coil 332, and an elastic member 333. The electromagnet 331 is fixed to the connector 310. The coil 332 is wound around the outer periphery of the electromagnet 331 and is electrically connected to the controller 400. The elastic member 333 abuts between the lock tongue 320 and the electromagnet 331. The lock tongue 320 is a magnetic structure. For example, the lock tongue 320 may be a magnet, a magnetically attractable metal member, or the like. The controller 400 is configured to switch the coil 332 between an energized state and an unenergized state. In the energized state, the electromagnet 331 forms a magnetic pole under the action of magnetic induction. The electromagnet 331 attracts the lock tongue 320, compressing the elastic member 333, and the self-locking assembly 300 is in the unlocked state. In the unenergized state, the electromagnet 331 loses its magnetism, and the restoring force of the elastic member 333 drives the lock tongue 320 away from the electromagnet 331, and the self-locking assembly 300 is in the locked state. The lock tongue 320 is driven by switching the coil 332 on and off, which has a simple structure and fast response.

[0051] refer to Figures 3 to 5 In some embodiments, the connector 310 of the self-locking assembly 300 is disposed on the outer periphery of the rack 220. The side of the connector 310 facing the rack 220 has a support surface 311. The support surface 311 has an opening 312 for the locking tongue 320 to pass through, and one end of the locking tongue 320 is restrained on the inner side of the support surface 311. The support surface 311 abuts the outer surface of the rack 220, thereby maintaining the relative positional stability between the rack 220 and the connector 310. As an example, the connector 310 can be disposed on the side of the rack 220 facing away from the gear 210, with the support surface 311 of the connector 310 abutting the side of the rack 220 facing away from the gear 210. Therefore, the connector 310 exerts a force on the rack 220 toward the gear 210, which helps maintain the tightness of the meshing between the rack 220 and the gear 210 and effectively prevents the rack 220 from loosening.

[0052] Among them, the outer peripheral surface of the rack 220 facing the connecting member 310 can be a cylindrical surface, and the supporting surface 311 of the connecting member 310 can be an arc surface adapted to the cylindrical surface. The supporting surface 311 can be adapted to fit the cylindrical surface, thereby increasing the support area. At the same time, it can also play a certain circumferential limiting role on the rack 220, ensuring that the lock tongue 320 effectively locks the rack 220, and can effectively reduce the shaking of the rack 220 in the vertical movement direction, which helps to improve the stability of the engagement between the rack 220 and the gear 210 and ensure the effective transmission of motion.

[0053] In some embodiments, a connector 310 is disposed on the outer circumference of the gear shaft 211 of the gear 210. The connector 310 has a support surface 311 on the side facing the gear shaft 211. The support surface 311 has an opening 312 for a locking tongue 320 to pass through. One end of the locking tongue 320 is limited to the inner side of the support surface 311. The support surface 311 abuts against the outer surface of the gear shaft 211. The support surface 311 of the connector 310 can be an arcuate surface that matches the outer surface of the gear shaft 211. The support surface 311 can fit snugly with the outer surface of the gear shaft 211, thereby increasing the support area and providing a certain circumferential limit to the gear shaft 211, thereby helping to improve the stability of the relative position of the support surface 311 and the gear shaft 211, and ensuring that the locking tongue 320 effectively locks the gear shaft 211.

[0054] refer to Figure 1 and Figure 2 In some embodiments, the housing 100 is provided with a mounting groove 110 for mounting the self-locking assembly 300. The mounting groove 110 communicates with the interior of the housing 100 and penetrates the housing 100 to form a mounting opening 120. The self-locking assembly 300 is disposed within the mounting groove 110. The locking member 334 covers the mounting opening 120 and abuts the self-locking assembly 300. For example, the locking member 334 abuts the electromagnet 331. One end of the locking tongue 320 is positioned inside the support surface 311 of the connector 310 and abuts the elastic member 333. The degree of compression of the elastic member 333 can be adjusted by adjusting the relative position of the locking member 334 and the mounting opening 120.

[0055] refer to Figure 6In some embodiments, the self-locking assembly 300 may include a coil 332 and a magnetic fluid 340. The magnetic fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the steering assembly 200. The magnetic fluid 340 has rheological efficiency. When there is no magnetic field or the applied magnetic field is weak, the magnetic fluid 340 can be in a fluid state. When the magnetic field strength is increased, the viscosity of the magnetic fluid 340 increases, generating a damping force. The strength and direction of the magnetic field determine the magnitude and direction of the damping force. The coil 332 is disposed within the housing 100 and surrounds the outer periphery of the magnetic fluid 340, or is distributed at both ends of the magnetic fluid 340. The coil 332 is controlled by the controller 400 to provide a changing electromagnetic field to the magnetic fluid 340. Under the action of the changing electromagnetic field, the magnetic fluid 340 changes its damping state to switch between the unlocked state and the locked state.

[0056] Magnetic fluid 340 exhibits rheological efficiency. In the absence of a magnetic field or when a weak magnetic field is applied, magnetic fluid 340 can exhibit a fluidic state. Increasing the magnetic field strength increases the viscosity of magnetic fluid 340, generating a damping force. The magnitude and direction of the damping force are determined by the strength and direction of the magnetic field. Coil 332, controlled by controller 400, provides a varying electromagnetic field to magnetic fluid 340. This changing electromagnetic field causes magnetic fluid 340 to change its damping state, switching between unlocked and locked states.

[0057] In the unlocked state, magnetic fluid 340 is in a first damping state, and steering assembly 200 is driven to move relative to magnetic fluid 340, thereby causing the steering wheel to deflect, allowing the vehicle to travel and steer normally. In the unlocked state, coil 332 is de-energized, meaning that no magnetic field is applied to magnetic fluid 340 by coil 332. Magnetic fluid 340 is in a fluid state, and the viscosity of magnetic fluid 340 exerts a relatively low damping force on the outer wall of steering assembly 200.

[0058] Based on the fault signal, the controller 400 controls the self-locking assembly 300 to switch from an unlocked state to a locked state. In the locked state, the magnetic fluid 340 is in a second damping state and provides a damping force to limit the movement of the steering assembly 200. The magnetic fluid 340 is in a state of high viscosity or solid state, and the magnetic fluid 340 locks the current position of the steering assembly 200. In the locked state, the coil 332 can be energized and apply a strong magnetic field to the magnetic fluid 340, sufficient to cause the magnetic fluid 340 to be in a state of high viscosity or solid state. The damping force exerted by the magnetic fluid 340 on the outer peripheral wall of the steering assembly 200 is sufficient to limit the movement of the steering assembly 200.

[0059] The magnetic fluid 340 can be enclosed within the housing 100 in a variety of ways. For example, the housing 100 defines a cavity around a portion of the outer peripheral wall of the steering assembly 200, the magnetic fluid 340 is filled within the cavity, and the inner wall of the cavity and the outer wall of the steering assembly 200 enclose the magnetic fluid 340 within the cavity. Alternatively, the self-locking assembly 300 may further include a seal 350 that surrounds a portion of the outer peripheral wall of the steering assembly 200 and is connected to the housing 100. The steering assembly 200 can move relative to the seal 350. The seal 350 and the portion of the outer peripheral wall of the steering assembly 200 define a cavity surrounding the outer peripheral wall of the steering assembly 200, and the magnetic fluid 340 is filled within the cavity.

[0060] refer to Figure 6 In some embodiments, the self-locking assembly 300 further includes a limit member 360, which is wrapped in the magnetic fluid 340 and connected to the steering assembly 200. In the unlocked state, the movement of the steering assembly 200 drives the limit member 360 to move relative to the magnetic fluid 340. In the locked state, the magnetic fluid 340 provides a damping force to limit the movement of the limit member 360 to lock the current position of the steering assembly 200. The limit member 360 can abut the magnetic fluid 340 in the second damping state to ensure that the movement of the steering assembly 200 is effectively suppressed.

[0061] refer to Figure 6 In some embodiments, the magnetic fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer circumference of the rack 220. The self-locking assembly 300 may further include a seal 350 that surrounds the outer circumference of the rack 220 and is connected to the housing 100. The rack 220 can move relative to the seal 350 along the extension direction of the rack 220. The seal 350 and the outer circumference of the rack 220 define a cavity surrounding the outer circumference of the rack 220, and the magnetic fluid 340 is filled in the cavity. The magnetic fluid 340 is configured to abut against the outer circumference of the rack 220 in the locked state, limiting the movement of the rack 220 through a damping force. Alternatively, the self-locking assembly 300 also includes a limit member 360, which is wrapped in the magnetic fluid 340 and connected to the rack 220. In the unlocked state, the rack 220 moves to drive the limit member 360 to move relative to the magnetic fluid 340. In the locked state, the magnetic fluid 340 presents a second damping state, limiting the movement of the limit member 360 to lock the current position of the rack 220.

[0062] refer to Figure 6In some embodiments, the limiting member 360 divides the cavity into two areas within the cavity, thereby dividing the magnetic fluid 340 in the cavity into two parts. The limiting member 360 can surround the outer peripheral wall of the rack 220. The limiting member 360 is a disc-shaped structure. There is a gap 361 between the limiting member 360 and the inner wall of the cavity for the magnetic fluid 340 to pass through. The limiting member 360 is provided with a through hole 362 for the magnetic fluid 340 to pass through, so that the magnetic fluid 340 in the two adjacent areas can communicate with each other. For the limiting member 360 in some embodiments, the above-mentioned gap 361 and through hole 362 can also be set selectively. In the unlocked state, the magnetic fluid 340 is in a fluid state. When the limiting member 360 moves with the rack 220, the squeezed magnetic fluid 340 can enter the adjacent area through the above-mentioned gap 361 and / or through hole 362, thereby avoiding affecting the movement of the limiting member 360.

[0063] In some embodiments, the number of the above-mentioned limiting members 360 can be one, two, or more. Two or more limiting members 360 are spaced apart along the extension direction of the rack 220 to separate the cavity into multiple areas, thereby dividing the magnetic fluid 340 in the cavity into multiple parts. Increasing the number of limiting members 360 can, in the locked state, appropriately reduce the magnetic field strength applied to the magnetic fluid 340 compared to a solution with only one limiting member 360, thereby saving energy, while ensuring that the rack 220 is locked. Alternatively, increasing the limiting members 360 can allow each limiting member 360 to be blocked by the magnetic fluid 340 respectively, while not changing the damping force of the magnetic fluid 340, thereby increasing the blocking force between the limiting members 360 and the magnetic fluid 340, thereby further ensuring that the rack 220 is locked.

[0064] refer to Figure 7 and Figure 8 In some embodiments, the magnetic fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer circumference of the gear shaft 211. The self-locking assembly 300 may further include a seal 350. The seal 350 surrounds the outer circumference of the gear shaft 211 and is connected to the housing 100. The gear shaft 211 can rotate relative to the seal 350 in the direction of rotation of the gear shaft 211. The seal 350 and the outer circumference of the gear shaft 211 define a cavity surrounding the outer circumference of the gear shaft 211, and the magnetic fluid 340 is filled in the cavity. In the locked state, the magnetic fluid 340 is configured to abut the outer circumference of the gear shaft 211, limiting the rotation of the gear shaft 211 through a damping force. Alternatively, the self-locking assembly 300 also includes a limit member 360, which is wrapped in the magnetic fluid 340 and connected to the gear shaft 211. In the unlocked state, the gear shaft 211 rotates to drive the limit member 360 to move relative to the magnetic fluid 340. In the locked state, the magnetic fluid 340 presents a second damping state, limiting the movement of the limit member 360 to lock the current position of the gear shaft 211.

[0065] refer to Figure 8 In some embodiments, a blocking portion 363 may be provided on the limiting member 360. The blocking portion 363 is protruded from the surface of the limiting member 360. The blocking portion 363 may be connected to the surface of the limiting member 360 by a fixed connection, or the blocking portion 363 is formed by a protrusion of a part of the wall of the limiting member 360. The limiting member 360 may surround the outer peripheral wall of the gear shaft 211. In the unlocked state, the magnetic fluid 340 is in a fluid state. During the rotation of the limiting member 360 with the gear shaft 211, the magnetic fluid 340 may flow through the blocking portion 363. In the locked state, the magnetic fluid 340 is in a solid state or a state with high viscosity. The magnetic fluid 340 abuts the surface of the limiting member 360 and the blocking portion 363 to inhibit the rotation of the limiting member 360, thereby locking the gear shaft 211.

[0066] In some embodiments, the gear shaft 211 may be connected to one, two, or more limiting members 360. Two or more limiting members 360 are spaced apart along the axial direction of the gear shaft 211 to separate the cavity into multiple regions, thereby dividing the magnetic fluid 340 in the cavity into multiple parts. Increasing the number of limiting members 360 can appropriately reduce the magnetic field strength applied to the magnetic fluid 340 in the locked state while ensuring that the gear shaft 211 is locked, compared to a solution with only one limiting member 360, thereby saving energy. Alternatively, without changing the damping force of the magnetic fluid 340, increasing the limiting members 360 on the gear shaft 211 can allow each limiting member 360 to be blocked by the magnetic fluid 340, thereby increasing the blocking force between the limiting members 360 and the magnetic fluid 340, thereby further ensuring that the rack 220 is locked.

[0067] The present application also provides a steering control method for use with the wire-controlled steering device of the above embodiment (see Figures 1 to 8 ), the steering control method includes: when the vehicle is in normal driving state, keeping the self-locking component 300 in an unlocked state; in response to a fault signal during the vehicle driving process, controlling the self-locking component 300 to switch from the unlocked state to the locked state, locking the current position of the steering component 200, and limiting the swing of the steering wheel.

[0068] The steering control method of the present application can effectively and timely suppress the swing of the steering wheel caused by the loss of control of the steering assembly 200 by responding to the fault signal and locking the current position of the steering assembly 200, thereby ensuring the stability of the vehicle.

[0069] The fault signal may come from the vehicle steering system acquisition module, which collects driving parameters such as vehicle speed, steering wheel angle, steering gear angle, etc., and determines that they deviate from the preset range value, thereby determining a fault signal of the wire-controlled steering system. Alternatively, the fault signal may come from manual operation input by manually determining that the wire-controlled steering system has a fault.

[0070] In some embodiments, the steering control method further includes: collecting driving parameters of the vehicle during driving, the driving parameters including vehicle speed, steering wheel angle, and steering wheel speed; determining the vehicle's current driving condition based on the driving parameters; and generating a fault signal when the driving parameters deviate from a preset parameter range. As an example, while the vehicle is driving, the self-locking assembly 300 is in an unlocked state, and the controller 400 collects driving parameters such as vehicle speed, steering wheel angle, and steering wheel speed via a vehicle speed sensor, a steering wheel angle sensor, and a steering wheel angular velocity sensor. The controller 400 may include a collection unit and an analysis unit. The collection unit collects data from the vehicle speed sensor, the steering wheel angle sensor, and the steering wheel angular velocity sensor to generate driving parameters including vehicle speed, steering wheel angle, and steering wheel speed. The analysis unit is configured to compare the driving parameters with corresponding preset parameter ranges. If any driving parameter corresponding to the data deviates from the preset parameter range, the driving condition is determined to be a steering system fault, and a fault signal is generated.

[0071] In response to the fault signal, the controller 400 controls the self-locking assembly 300 to switch from an unlocked state to a locked state, locking the current position of the steering assembly 200 and suppressing steering wheel swing. When driving parameters are within the preset parameter range, no fault signal is generated, and the locking assembly remains unlocked, allowing the vehicle to drive and steer normally.

[0072] An embodiment of the present application also provides a vehicle, including a wire-controlled steering gear as described above, which can lock the current position of the steering assembly 200 when a fault signal is detected, thereby effectively solving the problem of steering wheel swing caused by the wire-controlled steering gear when a fault occurs, avoiding affecting subsequent braking or pulling-over operations of the vehicle, and helping to improve driving safety.

[0073] The vehicles involved in the embodiments of this application can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. They can also be commercial vehicles, such as vans, buses, small trucks, or large trailers. They can be gasoline-powered or new energy vehicles. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0074] The embodiments of the present application have been described in detail above with reference to the accompanying drawings. However, the present application is not limited to the above embodiments. Various modifications can be made within the scope of knowledge possessed by ordinary technicians in the relevant technical field without departing from the purpose of the present application. In addition, the embodiments of the present application and the features of the embodiments can be combined with each other unless there is a conflict.

Claims

1. A wire-controlled steering gear, characterized in that: include: case; A steering assembly, the steering assembly is arranged in the housing and is used to connect the steering wheel; A self-locking component, connected to the housing and disposed on the outer peripheral side of the steering component, the self-locking component having a locked state and an unlocked state, in which the steering component is driven to move relative to the self-locking component to drive the steering wheel to steer; In the locked state, the self-locking assembly locks the steering assembly; A controller is communicatively connected to the self-locking component, and the controller is configured to control the self-locking component to switch from the unlocking state to the locking state according to a fault signal, so as to lock the current position of the steering component.

2. The wire-controlled steering device according to claim 1, characterized in that: The steering assembly comprises a gear and a rack that are meshed, and the rack is suitable for connecting to the steering wheel; The self-locking assembly comprises a connecting member, a locking tongue and a driving assembly, wherein the connecting member is connected to the housing, the driving assembly is connected to the connecting member, the locking tongue is movably connected to the connecting member, and the driving assembly is controlled by the controller to drive the locking tongue to move relative to the connecting member to switch between the unlocking state and the locking state; In the unlocked state, the gear is driven to rotate and can drive the rack to move along the extension direction of the rack to drive the steering wheel to steer, and the locking tongue is used to lock the rack or the gear in the locked state.

3. The wire-controlled steer according to claim 2, characterized in that: The connecting member is arranged on the outer peripheral side of the rack, and a plurality of locking positions are distributed along the moving direction of the rack on one side of the rack facing the lock tongue. In the unlocked state, there is a gap between the lock tongue and the locking position, and the lock tongue is used to lock the locking position corresponding to the lock tongue in the locked state; Alternatively, the connecting member is arranged on the outer peripheral side of the gear shaft of the gear, and the gear shaft has a plurality of locking positions distributed around the circumference of the gear shaft corresponding to the position of the locking tongue; in the unlocked state, there is a gap between the locking tongue and the locking position, and the locking tongue is used to lock the locking position corresponding to the locking tongue in the locked state.

4. The wire-controlled steer according to claim 2, characterized in that: The driving assembly includes an electromagnet, a coil and an elastic member, wherein the electromagnet is fixed to the connecting member, the coil is wound around the outer circumference of the electromagnet and is electrically connected to the controller, and the elastic member abuts between the lock tongue and the electromagnet; The controller is used to switch the power-on state and the power-off state of the coil. In the power-on state, the electromagnet absorbs the lock tongue to compress the elastic member, and the self-locking assembly is in the unlocking state; In the power-off state, the elastic member drives the locking tongue to move away from the electromagnet, and the self-locking assembly is in the locked state.

5. The wire-controlled steer according to claim 2, characterized in that: The connecting member is arranged on the outer peripheral side of the rack, and the connecting member has a supporting surface on a side facing the rack, and the supporting surface abuts against the outer surface of the rack; Alternatively, the connecting member is disposed on the outer peripheral side of the gear shaft of the gear, and the connecting member has a supporting surface on a side facing the gear shaft, and the supporting surface abuts against an outer surface of the gear shaft.

6. The steer-by-wire device according to claim 1, characterized in that: The self-locking assembly includes a coil and a magnetic fluid, wherein the magnetic fluid is enclosed in the housing and surrounds a partial outer peripheral wall of the steering assembly, and the coil is controlled by the controller to provide a changing electromagnetic field for the magnetic fluid, wherein: The magnetic fluid changes the damping state under the action of the changing electromagnetic field to switch between the unlocking state and the locking state; In the unlocked state, the magnetic fluid is in a first damping state, and the steering assembly is driven to move relative to the magnetic fluid; In the locked state, the magnetic fluid is in a second damping state and provides a damping force for limiting the movement of the steering assembly, and the magnetic fluid locks the current position of the steering assembly.

7. The steer-by-wire device according to claim 6, characterized in that: The self-locking component also includes a limit member, which is wrapped in the magnetic fluid and connected to the steering assembly. In the unlocked state, the movement of the steering assembly drives the limit member to move relative to the magnetic fluid. In the locked state, the magnetic fluid provides a damping force to limit the movement of the limit member to lock the current position of the steering assembly.

8. A steering control method, applied to a wire-controlled steering device according to any one of claims 1 to 7, characterized in that: include: When the vehicle is in a normal driving state, keeping the self-locking component in the unlocked state; In response to a fault signal during vehicle driving, the self-locking component is controlled to switch from the unlocked state to the locked state, so as to lock the current position of the steering component and limit the swing of the steering wheel.

9. The steering control method according to claim 8, characterized in that: The steering control method further comprises: Collecting driving parameters of the vehicle during driving, wherein the driving parameters include vehicle speed, steering wheel angle, and steering wheel speed; Based on the driving parameters, the current driving condition of the vehicle is determined, and when the driving parameters deviate from a preset parameter range, the fault signal is generated.

10. A vehicle, characterized in that It comprises a steer-by-wire device as claimed in any one of claims 1 to 7.

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