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

Abstract

The application relates to the technical field of vehicles and discloses a steer-by-wire steering device, a steering control method and a vehicle. The steer-by-wire steering device 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 outer circumferential side of the steering assembly. The self-locking assembly has a locking state and an unlocking state. In application, in a normal driving process, the self-locking assembly can be kept in the unlocking state, and the driving movement of the steering assembly can drive the steering wheel to steer. If a fault occurs, the controller controls the self-locking assembly to switch to the locking state according to a fault signal, so that 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 the 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 technical field of vehicles, in particular to a steer-by-wire steering gear, a steering control method and a vehicle. BACKGROUND

[0002] Compared with the traditional mechanical steering gear, the steer-by-wire steering gear cancels the mechanical connection between the steering wheel and the steering wheel, so that, during the driving of the vehicle, if the control system of the steer-by-wire steering gear fails, the steering wheel cannot control the steering of the steering wheel, and the steering gear rack will move back and forth through the connecting rod connected to the steering wheel, causing the steering wheel to swing and unable to maintain the stability of the vehicle. SUMMARY

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

[0004] In a first aspect, the steer-by-wire steering gear according to the embodiments of the present application comprises a housing, a steering assembly, a self-locking assembly and a controller, the steering assembly is arranged in the housing and is used to connect the steering wheel; the self-locking assembly is connected to the housing and is arranged on the outer circumferential side of the steering assembly, 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, so as to lock the current position of the steering assembly.

[0005] The steer-by-wire steering gear according to the embodiments of the present application has at least the following beneficial effects: when applied, during normal driving, the self-locking assembly can be kept in the unlocked state, and the steering assembly can be driven to drive the steering wheel to steer; if a fault occurs, the controller controls the self-locking assembly to switch to the locked state according to the fault signal, thereby locking the current position of the steering assembly when a fault occurs, preventing the problem of back-and-forth swinging of the steering wheel caused by the continuous movement of the steering assembly, and improving the stability and safety of the vehicle.

[0006] According to some embodiments of the present application, the steering assembly comprises a gear and a rack arranged in meshing, and the rack is adapted to connect the steering wheel.

[0007] The self-locking assembly comprises a connecting piece, a lock tongue and a driving assembly, the connecting piece is connected to the shell, the driving assembly is connected to the connecting piece, the lock tongue is movably connected to the connecting piece, the driving assembly is controlled by the controller to drive the lock tongue to move relative to the connecting piece to switch between the unlocking state and the locking state.

[0008] In the unlocking state, the gear is driven to rotate to 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 locking state.

[0009] According to some embodiments of the application, the connecting piece is arranged on the outer periphery of the rack, and a plurality of locking positions are distributed on the side of the rack facing the lock tongue along the moving direction of the rack; in the unlocking state, the lock tongue has a gap with the locking position corresponding to the lock tongue, and the lock tongue is used to lock the locking position corresponding to the lock tongue in the locking state.

[0010] Alternatively, the connecting piece is arranged on the outer periphery of the gear shaft of the gear, and a plurality of locking positions are distributed around the gear shaft corresponding to the position of the lock tongue along the circumferential direction of the gear shaft; in the unlocking state, the lock tongue has a gap with the locking position corresponding to the lock tongue, and the lock tongue is used to lock the locking position corresponding to the lock tongue in the locking state.

[0011] According to some embodiments of the application, the driving assembly comprises an electromagnet, a coil and an elastic piece, the electromagnet is fixed to the connecting piece, the coil is arranged around the outer periphery of the electromagnet and is electrically connected to the controller, and the elastic piece abuts between the lock tongue and the electromagnet.

[0012] The controller is used to switch between the energized state and the de-energized state of the coil, in the energized state, the electromagnet attracts the lock tongue to compress the elastic piece, and the self-locking assembly is in the unlocking state; in the de-energized state, the elastic piece drives the lock tongue to move away from the electromagnet, and the self-locking assembly is in the locking state.

[0013] According to some embodiments of the application, the connecting piece is arranged on the outer periphery of the rack, and the connecting piece has a supporting surface on the side facing the rack, and the supporting surface abuts the outer surface of the rack; alternatively, the connecting piece is arranged on the outer periphery of the gear shaft of the gear, and the connecting piece has a supporting surface on the side facing the gear shaft, and the supporting surface abuts the outer surface of the gear shaft.

[0014] According to some embodiments of the application, the self-locking assembly of the steer-by-wire steering gear comprises a coil and a magnetic fluid, the magnetic fluid is enclosed in the housing and surrounds a partial outer circumferential wall of the steering assembly, the coil is controlled by the controller to provide a varying electromagnetic field for the magnetic fluid, wherein:

[0015] The magnetic fluid changes the damping state under the action of the varying electromagnetic field to switch between the unlocked state and the locked state.

[0016] 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.

[0017] In the locked state, the magnetic fluid is in a second damping state and provides a damping force to limit the movement of the steering assembly, and the magnetic fluid locks the current position of the steering assembly.

[0018] According to some embodiments of the application, the self-locking assembly further comprises a limiting member wrapped in the magnetic fluid and connected to the steering assembly, in the unlocked state, the movement of the steering assembly drives the limiting member to move relative to the magnetic fluid, and in the locked state, the magnetic fluid provides a damping force to limit the movement of the limiting member to lock the current position of the steering assembly.

[0019] In the second aspect, the steering control method according to the embodiments of the application is applied to the steer-by-wire steering gear as described above, and the steering control method comprises:

[0020] In a normal driving state of the vehicle, the self-locking assembly is kept in the unlocked state.

[0021] In response to a fault signal in the driving process of the vehicle, the self-locking assembly is controlled to switch from the unlocked state to the locked state to lock the current position of the steering assembly and limit the swing of the steering wheel.

[0022] The steering control method according to the embodiments of the application has at least the following beneficial effects: the steer-by-wire steering gear can realize more flexible steering functions, and by locking the current position of the steering assembly in response to the detected fault signal when the fault signal is detected, the steering control method according to the application can effectively suppress the swing of the steering wheel caused by the out-of-control of the steering assembly and ensure the stability of the vehicle.

[0023] According to some embodiments of the application, the steering control method further comprises collecting driving parameters of the vehicle in the driving process, the driving parameters comprising vehicle speed, steering wheel angle, and steering wheel speed.

[0024] Based on the driving parameter, a current driving condition of the vehicle is determined, and when the driving parameter deviates from a preset parameter range, the fault signal is formed.

[0025] In a third aspect, the vehicle of the embodiments of the present application comprises the steer-by-wire device as described above. The steer-by-wire device effectively solves the problem of steering wheel swing when the steer-by-wire device fails, avoids affecting subsequent braking or side operation of the vehicle, and is beneficial to improving driving safety.

[0026] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 FIG. 1 is a structural schematic diagram of a steer-by-wire device according to an embodiment of the present application;

[0028] Figure 2 FIG. 2 is an exploded schematic diagram of part of the structure of the steer-by-wire device according to an embodiment of the present application;

[0029] Figure 3 FIG. 3 is a structural schematic diagram of a self-locking assembly and a rack in the steer-by-wire device according to an embodiment of the present application;

[0030] Figure 4 FIG. 4 is a partial cross-sectional schematic diagram of the self-locking assembly according to an embodiment of the present application;

[0031] Figure 5 FIG. 5 is a partial structural exploded schematic diagram of the self-locking assembly according to an embodiment of the present application;

[0032] Figure 6 FIG. 6 is a schematic diagram of part of the structure of the steer-by-wire device according to another embodiment of the present application;

[0033] Figure 7 FIG. 7 is a schematic diagram of part of the structure of the steer-by-wire device according to yet another embodiment of the present application;

[0034] Figure 8 FIG. 8 is a schematic diagram of another structure of a limiting member and a gear in the steer-by-wire device according to an embodiment of the present application.

[0035] REFERENCE SIGNS:

[0036] Housing 100; mounting groove 110; mounting port 120;

[0037] Steering assembly 200; gear 210; gear shaft 211; rack 220; locking position 221;

[0038] Self-locking assembly 300;

[0039] Connecting piece 310; support surface 311; opening 312; lock tongue 320; driving assembly 330; electromagnet 331; coil 332; elastic piece 333; locking piece 334; magnetic fluid 340; sealing piece 350; limiting piece 360; gap 361; through hole 362; blocking part 363;

[0040] Controller 400;

[0041] Steering tie rod 500. DETAILED DESCRIPTION

[0042] The concept and the resulting technical effects of the present application will be described below in conjunction with embodiments, so as to fully understand the purpose, features and effects of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all embodiments. Based on the embodiments of the present application, other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0043] In the description of the embodiments of the present application, if the orientation description such as "up", "down", "front", "back", "left", "right" and the like is described, the orientation or position relationship shown in the drawings is based on the orientation or position relationship shown in the drawings, only for the purpose of describing the present application and simplifying the description, and it is not intended or implied that the device or device must have a specific orientation, constructed and operated in a specific orientation, therefore, it cannot be understood as a limitation of the present application.

[0044] In the description of the embodiments of the present application, if a feature is referred to as "set", "fixed", "connected", "installed" on another feature, it can be directly set, fixed, connected or installed on another feature, or indirectly set, fixed, connected or installed on another feature. In the description of the embodiments of the present application, if "several" is referred to, it means more than one, if "multiple" is referred to, it means more than two, if "greater than", "less than", "more than" is referred to, it should be understood as not including the number, if "above", "below", "within" is referred to, it should be understood as including the number. If "first", "second" is referred to, it should be understood as distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features or implicitly indicating the sequence of indicated technical features.

[0045] Steer-by-wire steering gear refers to a steering gear that cancels the traditional mechanical connection between the steering wheel and the steering wheel. The steering system using the steer-by-wire steering gear generally receives and processes the steering instructions of the steering wheel through the steering control system (ECU), and controls the steer-by-wire steering gear to drive the steering wheel through the steering tie rod to complete the corresponding steering action, replacing the traditional mechanical connection transmission. The operation of the steering wheel is directly converted into an electrical signal to control the steer-by-wire steering gear to drive the steering wheel to steer. Therefore, if the steer-by-wire steering gear control system fails, the steering wheel will not be able to control the steering wheel to steer, and the steering rack will move back and forth through the tie rod connected to the steering wheel, causing the steering wheel to swing and unable to maintain the stability of the vehicle.

[0046] The embodiments of the present application provide a steer-by-wire steering gear, a steering control method and a vehicle with the steer-by-wire steering gear. The current position of the steering assembly can be locked by the self-locking assembly when a fault signal is detected, effectively suppressing the swing of the steering wheel caused by the out-of-control of the steering assembly, ensuring the stability of the vehicle and improving the safety of driving. The embodiments of the present application are described below in conjunction with the accompanying drawings.

[0047] Reference Figure 1 and Figure 2 The steer-by-wire steering gear is suitable for being installed on a vehicle and applied to a steering system of the vehicle for outputting power to the steering wheel to complete steering action. The steer-by-wire steering gear of the embodiments of the present application comprises a housing 100, a steering assembly 200, a self-locking assembly 300 and a controller 400.

[0048] The steering assembly 200 is arranged in the housing 100 and is used to connect the steering wheel, so as to drive the steering wheel to deflect and realize steering. For example, the steering assembly 200 can be connected to the steering wheel through a steering tie rod 500, and the steering assembly 200 driven by the steering tie rod 500 can drive the steering wheel to deflect and realize steering.

[0049] The self-locking assembly 300 is controlled by the controller 400, and the self-locking assembly 300 can lock the steering assembly 200 and suppress the movement of the steering assembly 200. The self-locking assembly 300 is connected to the housing 100 and arranged on the outer circumferential side of the steering assembly 200, and the self-locking assembly 300 has a locked state and an unlocked state. In the unlocked state, the steering assembly 200 driven by the steering assembly 200 can move relative to the self-locking assembly 300 to drive the steering wheel to steer, and in the locked state, the self-locking assembly 300 locks the steering assembly 200 to suppress the movement of the steering assembly 200.

[0050] During normal driving of the vehicle, the self-locking assembly 300 can be kept in the unlocked state, and the steering assembly 200 driven to move can drive the steering wheel to steer. The controller 400 is communicatively connected to the self-locking assembly 300, and the controller 400 controls the self-locking assembly 300 to switch from the unlocked state to the locked state to lock the current position of the steering assembly 200 according to the fault signal.

[0051] Therefore, during vehicle operation, if a malfunction occurs while the steering component 200 is in any position, the controller 400 can control the self-locking component 300 to switch to a locked state based on the fault signal when a malfunction is detected in the steering control system. This locks the current position of the steering component 200 during a malfunction, preventing it from continuing to move, and thus locking the current position of the steering wheels. This effectively suppresses uncontrolled vehicle swaying caused by uncontrolled steering wheel deflection, facilitating rapid vehicle stabilization for subsequent vehicle control operations. This effectively solves the problem of the steering wheel being unable to be controlled via the steering wheel when the steering control system of the steer-by-wire system malfunctions, resulting in the steering wheel swaying back and forth, thus improving vehicle stability and safety.

[0052] The self-locking component 300 locks the current position of the steering component 200. This means that when the controller 400 controls the self-locking component 300 to switch to the locked state, the position of the steering component 200 is locked in time. Locking the current position of the steering component 200 in time can restrict the movement of the steering component 200 in time when a fault is detected, thereby suppressing the swaying of the steering wheel, thus stabilizing the vehicle position in time and preventing the vehicle from swaying back and forth.

[0053] Furthermore, in vehicles employing the steer-by-wire system according to the embodiments of this application, upon detecting a steering system malfunction, the current position of the steering component 200 is promptly locked, preventing the steering wheel sway from affecting the vehicle's braking system's ability to adjust the braking force of each wheel to decelerate and pull over, thus improving driving safety. It is understood that adjusting the braking force of each wheel through the vehicle's braking system to decelerate and pull over is easily achievable by those skilled in the art based on existing vehicle braking system functions, and is therefore prior art; its principles and control methods will not be elaborated upon here.

[0054] The steering assembly 200 may include a gear 210 and a rack 220 that are meshed together. The rack 220 is movably disposed within the housing 100 and is adapted to connect to the steering wheel. For example, the rack 220 can be connected to the steering wheel via a steering tie rod 500. When the gear 210 is driven to rotate, it can drive the rack 220 to move along the extension direction of the rack 220, thereby transmitting torque to the steering wheel through the steering tie rod 500, causing the steering wheel to deflect.

[0055] The steer-by-wire system may also include a power mechanism, such as a steering motor, which drives the gear 210 to rotate. The power mechanism is controlled by a controller 400. During normal vehicle operation, the controller 400 can control the steering motor to output power based on the steering signal from the steering wheel, thereby driving the gear 210 to rotate. The gear 210 includes a gear body and a gear shaft 211 connected to the gear body. The power mechanism is connected to the gear shaft 211, and drives the gear shaft 211 and the gear body to rotate, thereby moving the rack 220.

[0056] The self-locking component 300 can be used to lock the current position of the rack 220 in the locked state.

[0057] For example, refer to Figure 1 and Figure 2 The self-locking component 300 can be located on the outer periphery of the rack 220. In the unlocked state, the gear 210 is driven to rotate, which can drive the rack 220 to move along the extension direction of the rack 220. Thus, torque can be transmitted to the steering wheel through the steering tie rod 500, causing the steering wheel to deflect. In the locked state, the self-locking component 300 locks the current position of the rack 220.

[0058] The rack 220 is typically a long rod structure. The self-locking assembly 300 can lock the rack 220 using various structural methods. For example, the self-locking assembly 300 can use a controlled, openable clamping seat to abut and clamp the outer peripheral wall of the rack 220, restricting its movement; or, it can use a controlled, movable locking member to engage locking positions such as holes, slots, and bosses on the rack 220, restricting its movement; or other feasible mechanical limiting methods can be used to restrict the movement of the rack 220. Thus, the oscillation of the steering wheel is suppressed through mechanical locking.

[0059] The self-locking component 300 can also be used to lock the current position of the gear 210 in the locked state.

[0060] For example, gear 210 may have a gear shaft 211 for connecting a power mechanism. The power mechanism drives gear shaft 211 to rotate, causing gear 210 to rotate and move rack 220. Self-locking component 300 may be located on the outer periphery of gear shaft 211. In the unlocked state, gear shaft 211 is driven, causing gear 210 to rotate and move rack 220 along the extension direction of rack 220. Thus, torque can be transmitted to steering wheel through steering tie rod 500, causing steering wheel to deflect. In the locked state, self-locking component 300 locks the current position of gear shaft 211.

[0061] The gear shaft 211 is typically a cylindrical rod structure. The self-locking assembly 300 can lock the gear shaft 211 using various structural methods. For example, the self-locking assembly 300 can use a controlled, openable clamping seat to abut and clamp the outer peripheral wall of the gear shaft 211, restricting the rotation of the gear shaft 211; or, it can use a controlled, movable locking member to engage locking positions such as holes, slots, and bosses provided on the gear shaft 211, restricting the rotation of the gear shaft 211; or it can use other feasible mechanical limiting methods to restrict 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. Thus, the oscillation of the steering wheel is suppressed by mechanical locking.

[0062] refer to Figure 3 and Figure 4 In some embodiments, the self-locking assembly 300 includes a connector 310, a latch 320, and a drive assembly 330. The connector 310 provides a mounting base for the drive assembly 330 and the latch 320. The connector 310 is connected to the housing 100, the drive assembly 330 is connected to the connector 310, and the latch 320 is movably connected to the connector 310. This enables the self-locking assembly 300 to be mounted on the housing 100.

[0063] The drive assembly 330, controlled by the controller 400, moves the locking tongue 320 relative to the connector 310 to switch between unlocked and locked states. In the unlocked state, the gear 210 is driven to rotate, which drives the rack 220 to move along the extension direction of the rack 220, thereby turning the steering wheel and allowing the vehicle to drive and turn normally.

[0064] In some embodiments, the locking tongue 320 can be used to lock the rack 220 in a locked state. For example, the locking tongue 320 is located on the outer periphery of the rack 220. In the unlocked state, the locking tongue 320 has a gap with the rack 220. In the locked state, the locking tongue 320 engages with the rack 220, restricting the movement of the rack 220 and thus locking the current position of the rack 220.

[0065] refer to Figure 2 and Figure 3As an example, the connector 310 of the self-locking assembly 300 is located on the outer periphery of the rack 220, so the latch 320 is located on the outer periphery of the rack 220. The drive assembly 330 is controlled by the controller 400 to move the latch 320 relative to the connector 310 to move closer to or away from the rack 220. Multiple locking positions 221 are distributed along the moving direction of the rack 220 on the side of the rack 220 facing the latch 320. In the unlocked state, there is a gap between the latch 320 and the locking positions 221, allowing the rack 220 to move relative to the latch 320. During the movement, each locking position 221 passes through the latch 320 along the moving direction of the rack 220. The latch 320 is used to lock the locking position 221 corresponding to the latch 320 in the locked state, thus achieving mechanical locking of the rack 220.

[0066] The locking position 221 on the rack 220 can be a hole or a groove. When the locking tongue 320 is driven to move toward the rack 220, it can engage with the 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 surface of the rack 220. The side of the locking tongue 320 facing the rack 220 is provided with a limiting groove. When the locking tongue 320 is driven to move toward the rack 220, it can engage with the corresponding boss through the limiting groove to lock the current position of the rack 220.

[0067] In some embodiments, the locking tongue 320 can be used to lock the gear shaft 211 of the gear 210 in the locked state, thereby restricting the movement of the rack 220 and locking the current position of the rack 220. For example, the gear 210 may have a gear shaft 211 for connecting 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 locking tongue 320 is located on the outer periphery of the gear shaft 211 of the gear 210. In the unlocked state, the locking tongue 320 has a gap with the gear shaft 211. In the locked state, the locking tongue 320 engages with the gear shaft 211, restricting the rotation of the gear shaft 211 and locking the current position of the gear 210. The rotation of the gear 210 is locked, which also restricts the movement of the rack 220 meshing with the gear 210, thereby locking the current position of the rack 220.

[0068] As an example, the connector 310 of the self-locking assembly 300 is located on the gear shaft 211 of the gear 210 (see reference 211). Figure 8The locking tongue 320 is located on the outer periphery of the gear shaft 211, and the drive assembly 330 is controlled by the controller 400 to move the locking tongue 320 relative to the connecting member 310 to move closer to or away from the gear shaft 211. Multiple locking positions 221 are distributed around the gear shaft 211 circumferentially corresponding to the position of the locking tongue 320. In the unlocked state, there is a gap between the locking tongue 320 and the locking positions 221, allowing the gear shaft 211 to rotate relative to the locking tongue 320. During rotation, each locking position 221 passes through the locking tongue 320 along the rotation direction of the gear shaft 211. The locking tongue 320 is used to lock the locking position 221 corresponding to the locking tongue 320 in the locked state, thus achieving mechanical locking of the gear shaft 211.

[0069] The locking position 221 on the gear shaft 211 can be a hole or a groove. When the locking tongue 320 is driven to move toward the gear shaft 211, it can engage with the 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 surface of the gear shaft 211. A limiting groove is provided on the side of the locking tongue 320 facing the gear shaft 211. When the locking tongue 320 is driven to move toward the gear shaft 211, it can engage with the corresponding boss through the limiting groove to lock the current position of the gear shaft 211.

[0070] Therefore, upon detecting a fault, under the control of the controller 400, the locking tongue 320 of the self-locking component 300 promptly locks the current position of the rack 220 or gear 210, thereby restricting the movement of the rack 220. After the current position of the rack 220 is locked, the rack 220 stops swinging, thus preventing the vehicle from swinging.

[0071] The drive assembly 330 in the self-locking assembly 300, which drives the bolt 320 to move, can employ a variety of drive methods.

[0072] As an example, the drive assembly 330 can be a pneumatic structure, such as a cylinder. The cylinder is connected to a compressed air source via a pipeline, and the output shaft of the cylinder is connected to the locking tongue 320. The cylinder is controlled by the controller 400 to extend and retract the output shaft to move the locking tongue 320, switching between locked and unlocked states.

[0073] refer to Figure 4As another example, the drive assembly 330 can also be an electric structure. For example, the drive assembly 330 may include an electromagnet 331, a coil 332, and an elastic element 333. The electromagnet 331 is fixed to the connector 310, the coil 332 is wound around the outer periphery of the electromagnet 331 and electrically connected to the controller 400, and the elastic element 333 abuts against the latch 320 and the electromagnet 331. The latch 320 is a magnetic structure, for example, the latch 320 can be a magnet, a magnetically attractable metal part, etc. The controller 400 is used to switch the energized and de-energized states of the coil 332. In the energized state, the electromagnet 331 forms magnetic poles under the action of magnetic induction, and the electromagnet 331 attracts the latch 320 to compress the elastic element 333, and the self-locking assembly 300 is in the unlocked state; in the de-energized state, the electromagnet 331 loses its magnetism, and the restoring force of the elastic element 333 drives the latch 320 to move away from the electromagnet 331, and the self-locking assembly 300 is in the locked state. The locking tongue 320 is driven by switching the energization and de-energization of the coil 332, which is simple in structure and has a fast response.

[0074] refer to Figures 3 to 5 In some embodiments, the connector 310 of the self-locking assembly 300 is located on the outer periphery of the rack 220. The side of the connector 310 facing the rack 220 has a support surface 311, which has an opening 312 for the latch 320 to pass through. One end of the latch 320 is confined to the inner side of the support surface 311. The support surface 311 abuts against the outer surface of the rack 220, maintaining the relative positional stability of the rack 220 and the connector 310. As an example, the connector 310 can be located on the side of the rack 220 away from the gear 210. The support surface 311 of the connector 310 abuts against the side of the rack 220 away from the gear 210. Therefore, the connector 310 exerts a force on the rack 220 towards the gear 210, which helps maintain the meshing tightness of the rack 220 and the gear 210 and effectively prevents the rack 220 from loosening.

[0075] The outer peripheral surface of the rack 220 facing the connector 310 can be a cylindrical surface, and the supporting surface 311 of the connector 310 can be an arc surface adapted to the cylindrical surface. The supporting surface 311 can fit and conform to the cylindrical surface, thereby increasing the supporting area and also playing a certain circumferential limiting role for the rack 220, ensuring that the locking tongue 320 effectively locks the rack 220, and effectively reducing the wobbling of the rack 220 in the vertical movement direction. This helps to improve the stability of the meshing between the rack 220 and the gear 210 and ensure the effective transmission of motion.

[0076] In some embodiments, the connector 310 is disposed on the outer periphery of the gear shaft 211 of the gear 210. The side of the connector 310 facing the gear shaft 211 has a support surface 311, and the support surface 311 has an opening 312 for the 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 arc surface adapted to the outer surface of the gear shaft 211. The support surface 311 can be adapted and fitted to the outer surface of the gear shaft 211, thereby increasing the support area and also providing a certain circumferential limiting effect on the gear shaft 211. This helps to improve the stability of the relative position of the support surface 311 and the gear shaft 211, ensuring that the locking tongue 320 effectively locks the gear shaft 211.

[0077] 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 extends through the housing 100 to form a mounting opening 120. The self-locking assembly 300 is disposed in the mounting groove 110. A locking member 334 covers the mounting opening 120 and abuts against the self-locking assembly 300. For example, the locking member 334 abuts against the electromagnet 331. One end of the locking tongue 320 is limited to the inner side of the support surface 311 of the connector 310 and abuts against the elastic member 333. By adjusting the relative position of the locking member 334 and the mounting opening 120, the degree of compression of the elastic member 333 can be adjusted.

[0078] refer to Figure 6 In some embodiments, the self-locking assembly 300 may include a coil 332 and a magnetofluid 340. The magnetofluid 340 is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the steering assembly 200. The magnetofluid 340 has rheological efficiency; when there is no magnetic field or the applied magnetic field is weak, the magnetofluid 340 can exhibit a fluid state. When the magnetic field strength is increased, the viscosity of the magnetofluid 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, surrounding the outer periphery of the magnetofluid 340, or distributed at both ends of the magnetofluid 340. The coil 332 is controlled by the controller 400 to provide a varying electromagnetic field to the magnetofluid 340. Under the action of the varying electromagnetic field, the magnetofluid 340 changes its damping state to switch between an unlocked state and a locked state.

[0079] The magnetofluid 340 exhibits rheological efficiency. In the absence of a magnetic field or with a weak applied magnetic field, the magnetofluid 340 can exist in a fluid state. As the magnetic field strength increases, the viscosity of the magnetofluid 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, controlled by the controller 400, provides a varying electromagnetic field to the magnetofluid 340. Under the influence of this varying electromagnetic field, the magnetofluid 340 changes its damping state, switching between unlocked and locked states.

[0080] In the unlocked state, the magnetofluid 340 is in the first damping state, and the steering assembly 200 is driven to move relative to the magnetofluid 340, thereby causing the steering wheels to deflect and the vehicle to drive and steer normally. In the unlocked state, the coil 332 can be in the de-energized state, that is, the coil 332 does not apply a magnetic field to the magnetofluid 340, the magnetofluid 340 is in a fluid state, and the viscosity of the magnetofluid 340 has a small damping force on the outer peripheral wall of the steering assembly 200.

[0081] Based on a fault signal, the controller 400 controls the self-locking component 300 to switch from an unlocked state to a locked state. In the locked state, the magnetofluid 340 is in a second damping state and provides a damping force to restrict the movement of the steering component 200. The magnetofluid 340 exhibits either a high viscosity state or a solid state, and it locks the current position of the steering component 200. In the locked state, the coil 332 can be energized and apply a strong magnetic field to the magnetofluid 340, sufficient to make it exhibit either a high viscosity state or a solid state. The damping force of the magnetofluid 340 on the outer peripheral wall of the steering component 200 is sufficient to restrict the movement of the steering component 200.

[0082] The magnetofluid 340 can be enclosed within the housing 100 in various ways. For example, the housing 100 defines a cavity around a portion of the outer peripheral wall of the steering assembly 200, the magnetofluid 340 is filled within the cavity, and the inner wall of the cavity and the outer wall of the steering assembly 200 enclose the magnetofluid 340 within the cavity. Alternatively, the self-locking assembly 300 may also include a seal 350, which surrounds a portion of the outer peripheral wall of the steering assembly 200 and is connected to the housing 100. The steering assembly 200 is movable relative to the seal 350, and 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, in which the magnetofluid 340 is filled.

[0083] refer to Figure 6In some embodiments, the self-locking assembly 300 further includes a limiting member 360, which is enclosed in a magnetofluid 340 and connected to the steering assembly 200. In the unlocked state, the movement of the steering assembly 200 causes the limiting member 360 to move relative to the magnetofluid 340. In the locked state, the magnetofluid 340 provides a damping force to restrict the movement of the limiting member 360, thereby locking the current position of the steering assembly 200. The limiting member 360 can abut against the magnetofluid 340 in a second damped state, ensuring effective suppression of the movement of the steering assembly 200.

[0084] refer to Figure 6 In some embodiments, the magnetorheological fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the rack 220. The self-locking assembly 300 may further include a seal 350, which surrounds the outer peripheral wall of the rack 220 and is connected to the housing 100. The rack 220 is movable relative to the seal 350 along its extension direction. The seal 350 and the outer peripheral wall of the rack 220 define a cavity surrounding the outer peripheral wall of the rack 220, in which the magnetorheological fluid 340 is filled. The magnetorheological fluid 340 is used to abut against the outer peripheral wall of the rack 220 in the locked state, limiting the movement of the rack 220 through damping force. Alternatively, the self-locking assembly 300 may also include a limiting member 360, which is enclosed in a magnetic fluid 340 and connected to a rack 220. In the unlocked state, the rack 220 moves, causing the limiting member 360 to move relative to the magnetic fluid 340. In the locked state, the magnetic fluid 340 exhibits a second damping state, restricting the movement of the limiting member 360 to lock the current position of the rack 220.

[0085] refer to Figure 6 In some embodiments, the limiting member 360 divides the cavity into two regions within the cavity, thereby dividing the magnetic fluid 340 within the cavity into two parts. The limiting member 360 may surround the outer peripheral wall of the rack 220. The limiting member 360 has a disc-shaped structure, and 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 regions can communicate with each other. For the limiting member 360 in some embodiments, the gap 361 and the through hole 362 may be selectively provided. In the unlocked state, the magnetic fluid 340 is in a fluid state. As the limiting member 360 moves with the rack 220, the compressed magnetic fluid 340 can enter the adjacent region through the gap 361 and / or the through hole 362, avoiding affecting the movement of the limiting member 360.

[0086] In some embodiments, the number of the aforementioned limiting members 360 can be one, two, or more. Two or more limiting members 360 are spaced apart along the extending direction of the rack 220, dividing the cavity into multiple regions, thereby dividing the magnetofluid 340 within the cavity into multiple parts. Increasing the number of limiting members 360 can, in the locked state, while ensuring that the rack 220 is locked, appropriately reduce the magnetic field strength applied to the magnetofluid 340 compared to a solution with only one limiting member 360, thus saving energy; or, without changing the damping force of the magnetofluid 340, increasing the number of limiting members 360 allows each limiting member 360 to be blocked by the magnetofluid 340, increasing the blocking force between the limiting member 360 and the magnetofluid 340, thereby further ensuring that the rack 220 is locked.

[0087] refer to Figure 7 and Figure 8 In some embodiments, the magnetorheological fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the gear shaft 211. The self-locking assembly 300 may further include a seal 350, which surrounds the outer peripheral wall 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 peripheral wall of the gear shaft 211 define a cavity surrounding the outer peripheral wall of the gear shaft 211, and the magnetorheological fluid 340 fills the cavity. The magnetorheological fluid 340 is used to abut against the outer peripheral wall of the gear shaft 211 in the locked state, limiting the rotation of the gear shaft 211 through damping force. Alternatively, the self-locking assembly 300 may also include a limiting member 360, which is enclosed in a magnetofluid 340 and connected to the gear shaft 211. In the unlocked state, the gear shaft 211 rotates, causing the limiting member 360 to move relative to the magnetofluid 340. In the locked state, the magnetofluid 340 exhibits a second damping state, restricting the movement of the limiting member 360 to lock the current position of the gear shaft 211.

[0088] refer to Figure 8 In some embodiments, the limiting member 360 may be provided with a blocking portion 363, which protrudes from the surface of the limiting member 360. The blocking portion 363 may be fixedly connected to the surface of the limiting member 360, or it may be formed by a protrusion of a portion 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. As the limiting member 360 rotates with the gear shaft 211, the magnetic fluid 340 can flow through the blocking portion 363. In the locked state, the magnetic fluid 340 is in a solid or high-viscosity state. The magnetic fluid 340 abuts against 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.

[0089] 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, dividing the cavity into multiple regions, thereby dividing the magnetofluid 340 within the cavity into multiple parts. Increasing the number of limiting members 360 can, in the locked state, while ensuring that the gear shaft 211 is locked, appropriately reduce the magnetic field strength applied to the magnetofluid 340 compared to a solution with only one limiting member 360, thus saving energy; or, without changing the damping force of the magnetofluid 340, increasing the number of limiting members 360 on the gear shaft 211 allows each limiting member 360 to be blocked by the magnetofluid 340, increasing the blocking force between the limiting member 360 and the magnetofluid 340, thereby further ensuring that the rack 220 is locked.

[0090] This application also provides a steering control method, applied to the steer-by-wire system as described in the above embodiments (see reference). Figures 1 to 8 The steering control method includes: keeping the self-locking component 300 in the unlocked state when the vehicle is in normal driving condition; and controlling the self-locking component 300 to switch from the unlocked state to the locked state in response to a fault signal during vehicle driving, locking the current position of the steering component 200 and restricting the swing of the steering wheel.

[0091] The steering control method of this application can effectively and promptly suppress the swaying of the steering wheels caused by the loss of control of the steering component 200 by responding to the fault signal and locking the current position of the steering component 200, thereby ensuring vehicle stability.

[0092] The fault signal can come from the vehicle steering system acquisition module, which collects driving parameters such as vehicle speed, steering wheel angle, and steering gear angle. If the parameters deviate from the preset range, the fault signal is issued to determine that the steer-by-wire system is faulty. Alternatively, it can come from the fault signal manually input by the user to determine the steer-by-wire system is faulty.

[0093] Some embodiments of the steering control method further include: collecting driving parameters of the vehicle during driving, including vehicle speed, steering wheel angle, and steering wheel speed; determining the current driving condition of the vehicle based on the driving parameters; and generating a fault signal when the driving parameters deviate from a preset parameter range. As an example, during vehicle driving, the self-locking component 300 is in an unlocked state. The controller 400 collects driving parameters such as vehicle speed, steering wheel angle, and steering wheel speed through a vehicle speed sensor, a steering wheel angle sensor, and a steering wheel angular velocity sensor. The controller 400 may have a data acquisition unit and an analysis unit. The data acquisition unit collects data from the vehicle speed sensor, steering wheel angle sensor, and steering wheel angular velocity sensor to form driving parameters including vehicle speed, steering wheel angle, and steering wheel speed. The analysis unit compares the driving parameters with the corresponding preset parameter range. If the driving parameter corresponding to any data deviates from the preset parameter range, the driving condition is determined to be a steering system fault, and a fault signal is generated.

[0094] In response to a fault signal, the controller 400 controls 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 suppressing the sway of the steering wheels. When the driving parameters are within the preset range, no fault signal is generated, and the locking component remains in the unlocked state, allowing the vehicle to drive and steer normally.

[0095] This application embodiment also provides a vehicle including the above-mentioned steer-by-wire system, which can lock the current position of the steering component 200 when a fault signal is detected, thereby effectively solving the problem of steering wheel swaying caused by the steer-by-wire system when a fault occurs, avoiding affecting subsequent braking or sidewalk operations of the vehicle, and improving driving safety.

[0096] The vehicles involved in this application embodiment can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. Vehicles can also be commercial vehicles, such as vans, buses, small trucks, or large semi-trailers. Vehicles can be gasoline-powered or new energy vehicles. When a vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0097] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application. Furthermore, unless otherwise specified, the embodiments and features described in the embodiments of this application can be combined with each other.

Claims

1. A steer-by-wire system, characterized in that, include: case; A steering assembly, disposed within the housing, for connecting the steering wheels; A self-locking assembly is connected to the housing and disposed on the outer periphery of the steering assembly; the self-locking assembly has a locked state and an unlocked state. A controller, communicatively connected to the self-locking assembly, is configured to control the self-locking assembly to switch from the unlocked state to the locked state based on a fault signal, thereby locking the current position of the steering assembly; wherein, The self-locking assembly includes a coil, a magnetofluid, and a limiting member. The magnetofluid is enclosed within the housing and surrounds a portion of the outer peripheral wall of the steering assembly. The coil is controlled by the controller to provide a varying electromagnetic field to the magnetofluid. The limiting member is enclosed within the magnetofluid and connected to the steering assembly. The limiting member has a blocking portion that protrudes from its surface. Under the influence of the varying electromagnetic field, the magnetofluid changes its damping state to switch between the unlocked and locked states. In the unlocked state, the magnetofluid is in a first damped state, and the steering component is driven to move relative to the magnetofluid to drive the steering wheel to turn. The movement of the steering component drives the limiting member to move relative to the magnetofluid. In the locked state, the magnetofluid is in a second damped state and provides a damping force to restrict the movement of the limiting member, and the magnetofluid locks the current position of the steering assembly.

2. A steering control method, applied to the steer-by-wire system as described in claim 1, characterized in that, include: When the vehicle is in normal driving condition, the self-locking component remains in the unlocked state; In response to a fault signal during vehicle operation, the self-locking component is controlled to switch from the unlocked state to the locked state, locking the current position of the steering component and restricting the swing of the steering wheel.

3. The steering control method according to claim 2, characterized in that, The steering control method further includes: The vehicle's driving parameters are collected during the driving process, 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 the preset parameter range, the fault signal is generated.

4. A vehicle, characterized in that, Includes the steer-by-wire system as described in claim 1.

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