Steer-by-wire sheath axis deflection assembly

Abstract

A vehicle steer-by-wire steering system includes a column jacket. The vehicle steer-by-wire steering system also includes a hand wheel actuator operatively coupled to the end of the column jacket, the hand wheel actuator disposed between the steering input device and the end of the column jacket, where at least a portion of the column jacket extends about the longitudinal axis, and the hand wheel actuator is disposed between the steering input device and the end of the column jacket. The longitudinal axis is oriented at a non-parallel angle relative to a central axis of the handwheel actuator.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of priority to U.S. Provisional Patent Application Serial No. 63 / 574,958, filed April 5, 2024, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0003] The present disclosure relates generally to vehicle steering systems, and more particularly to a jacket axis deflection assembly for a steer-by-wire system. Background Art

[0004] Conventional steering column designs have upper and lower shafts that connect the steering wheel and the road wheel via a mechanical linkage. In this configuration, there are several limitations regarding folding performance due to functionality and cost. By utilizing one or more hand wheel actuators and one or more road wheel actuators to control the steering of the vehicle, a steer-by-wire system eliminates the continuous mechanical connection between the steering wheel and the road wheel.

[0005] During travel of the vehicle, the handwheel actuator and the road wheel actuator cooperate with each other through electrical communication (e.g., wires, sensors, and a central processing unit) to directionally control the travel of the vehicle. More specifically, the sensed movement of the corresponding handwheel and / or tire is electrically transmitted to the corresponding handwheel actuator or road wheel actuator to cause movement of the handwheel and / or tire.

[0006] Compared to steering columns that require a continuous mechanical connection between the steering wheel and the road wheel, steer-by-wire systems offer design simplifications and enhancements in several areas. Summary of the Invention

[0007] According to one aspect of the present disclosure, a vehicle steer-by-wire steering system includes a column shroud. The vehicle steer-by-wire steering system further includes a handwheel actuator operatively coupled to an end of the column shroud, the handwheel actuator disposed between a steering input device and the end of the column shroud, wherein at least a portion of the column shroud extends about a longitudinal axis oriented at a non-parallel angle relative to a central axis of the handwheel actuator.

[0008] According to another aspect of the present disclosure, a vehicle steer-by-wire steering system includes a column shroud. The vehicle steer-by-wire steering system also includes a handwheel actuator operatively coupled to an end of the column shroud, the handwheel actuator disposed between a steering input device and the end of the column shroud, wherein at least a portion of the column shroud extends about a longitudinal axis that is not coaxial with a central axis of the handwheel actuator.

[0009] These and other advantages and features will become more apparent from the following description taken in conjunction with the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0010] The subject matter of the present disclosure is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of the present disclosure are apparent from the following detailed description, taken in conjunction with the accompanying drawings in which:

[0011] Figure 1 A vehicle steer-by-wire steering system is generally shown;

[0012] Figure 2 A side elevation view of a portion of a steer-by-wire steering system;

[0013] Figure 3 A first perspective view of a portion of a steer-by-wire steering system;

[0014] Figure 4 A perspective view of a portion of a steer-by-wire steering system according to another aspect of the present disclosure; and

[0015] Figure 5 A side elevation view of a portion of a steer-by-wire steering system according to Figure 4 embodiments of the present disclosure.

[0016] Figure 6 and Figure 7 Various steering column tilt pivot positions provided by the steer-by-wire steering system are shown. DETAILED DESCRIPTION

[0017] Reference will now be made to the drawings wherein the reference numerals of the elements throughout the several figures shall be understood to refer to like elements whenever they appear. Understanding that the disclosed embodiments are merely illustrative of the present disclosure, the present disclosure can be embodied in various alternative forms. The figures are not necessarily to scale; some features can be exaggerated or minimised for clarity. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure.

[0018] Referring initially to Figure 1In accordance with the principles of the present disclosure, a vehicle 20 is generally shown. The vehicle 20 can be any vehicle, such as a car, truck, sport utility vehicle, minivan, crossover vehicle, any other passenger vehicle, any commercial vehicle, or any other suitable vehicle. While the vehicle 20 can be a passenger vehicle having wheels and used on a road, the principles of the present disclosure can be applied to other vehicles, such as an airplane, tractor, boat, or other suitable vehicle. The vehicle 20 can include a propulsion system 30, such as a combustion system, an electric system, or a combination thereof.

[0019] The vehicle 20 includes a steering system 40. The steering system 40 can be configured as a driver interface steering system, an autonomous driving system, or a system that allows both driver interface and autonomous steering. The steering system includes a steering input device 42, such as a steering wheel, where a driver can manually provide steering input by turning the steering wheel. A steering column assembly 44 includes a steering column 45 that extends along an axis. A hand wheel actuator (“HWA”) 46, which can also be referred to as a “simulator,” is provided in a line control steering system and is used to provide feedback and assistance to the steering input device 42 and to receive driver manual input for steering control.

[0020] The steering column 45 includes one or more portions, such as an upper shroud 48 and a lower shroud 50. While two shrouds are shown and described, it should be understood that a single shroud or three or more shrouds can be provided in some embodiments. Regardless of the number of shrouds, the shrouds can be axially and / or height adjustable to be movable over a range of positions to satisfy user preferences for positioning of the steering input device 42 and to provide energy absorption benefits during impact events.

[0021] A road wheel actuator (“RWA”) 56 is in operative communication with the hand wheel actuator 46. The road wheel actuator 56 actuates lateral maneuvers of the vehicle in response to input received from the hand wheel actuator 46. Each of the hand wheel actuator 46 and the road wheel actuator 56 can include respective processors and controllers, or a single processor can be in communication with respective controllers of each of the hand wheel actuator 46 (see, e.g., FIG. 1) and the road wheel actuator 56. The road wheel actuator 56 is part of a system that includes an output that drives a rack, a ball screw, or any other cross-car oriented component that is operatively coupled to the road wheels 62. Figure 4 and Figure 5 The road wheel actuator 56 is part of a system that includes an output that drives a rack, a ball screw, or any other cross-car oriented component that is operatively coupled to the road wheels 62.

[0022] Historically, a continuous mechanical connection across multiple components has been utilized to connect the steering wheel 42 to the vehicle road wheels 62. However, steer-by-wire systems have eliminated the need for an uninterrupted mechanical connection between the steering wheel 42 and the vehicle road wheels 62. For example, in some systems, a steering shaft coupled to the steering wheel and one or more additional shafts (e.g., intermediate shafts) is no longer required. Advances such as those outlined above have created new opportunities and challenges for steer-by-wire systems. For example, certain components can be moved away from their traditional locations to new locations within the system.

[0023] Now see Figure 2 , shows the steering system 40 in more detail. A handwheel actuator 46 is operatively coupled to the side of the steering wheel 42 facing away from the operator. The handwheel actuator 46 includes a motor disposed within a motor housing. A spindle or other type of output shaft is disposed within the motor and shares a common central axis with the motor. The steering wheel 42 is mounted to the end of the output shaft in embodiments having a rotatable shaft, or to a stationary spindle in other embodiments. Specifically, in some embodiments, the steering wheel 42 rotates with the output shaft, but other embodiments include a rotationally stationary spindle having another motor output component that rotates with the steering wheel 42. The opposite ends of the shaft or spindle are operatively coupled to an upper jacket 48, either directly or via one or more intermediate components. The disclosed embodiments eliminate the need for at least some portions of a conventional steering shaft (e.g., an intermediate shaft) and facilitate positioning the handwheel actuator 46 in close proximity to the steering wheel 42 for direct drive actuation thereof.

[0024] Now see Figure 2 and Figure 3A sheath axis deflection assembly 100 is shown and described herein. As described above, the embodiments disclosed herein include, for example, a handwheel actuator 46 positioned at an upper portion of a steering column, such as adjacent or proximate to the hub of the steering wheel 42. This actuator positioning—and the elimination of a straight, rigid steering shaft extending from the steering wheel 42 through the upper sheath 48 and any other sheaths (e.g., the lower sheath 50) that may be part of the steering column 45—facilitates the incorporation of an angular bend feature that allows a steer-by-wire steering system to maintain customer (i.e., original equipment manufacturer, OEM) handwheel plane specifications while deflecting all or a portion of the steering column 45 to an angle that achieves enhanced folding performance benefits. Specifically, the central axis A of the steering wheel 42 is oriented at an angle that maintains the handwheel orientation in the operator's desired position, but all or a portion of the steering column sheath assembly extends about a longitudinal axis B that is oriented at a non-parallel angle relative to the central axis of the steering wheel 42. In other words, the steering wheel 42 is positioned about a first axis A that extends at a non-parallel angle relative to a second axis B defined by the longitudinal axis of all or a portion of the jacket 48 , 50 of the steering column 45 .

[0025] The longitudinal axis B (i.e., second axis) of the guard assembly 45 is closer to horizontal than the central axis A (i.e., first axis) of the steering wheel 42, which results in less friction between the guard translation during folding, thereby providing the aforementioned folding performance benefits. Additionally, the closer axis B is to horizontal, the more balanced the inward and outward adjustment forces are. In a multi-guard assembly, this is due to friction between the upper guard 48 and the lower guard 50 (and possible additional guards) during folding. As discussed above, it is contemplated that a single guard 48 may be employed and that this guard may also rub against another component during folding. Regardless of the number of guards in the guard assembly, friction can be reduced by skewing the guard assembly angle closer to horizontal than the angle of the handwheel structure.

[0026] exist Figure 2 and Figure 3 In the illustrated embodiment, the sheath axis deflection assembly 100 includes an adapter 102 that is operatively coupled to the handwheel actuator 46 or to an intermediate component therebetween. In some embodiments, the adapter 102 is directly coupled to the motor housing of the handwheel actuator 46, but in other embodiments, the adapter 102 is operatively coupled to a controller housing or to some other component disposed between the handwheel actuator 46 and the adapter 102.

[0027] like Figure 3As shown, the adapter 102 is shaped to couple to the upper jacket 48 in a manner that causes the longitudinal axis B of the upper jacket 48 to be offset in angular orientation relative to the central axis A of the steering wheel 42 and the hand wheel actuator 46. This can be achieved by any contemplated geometry and shape of the adapter to achieve the desired angular offset for a particular application. Figure 3 In the illustrated embodiment, which is a non-limiting example, the adapter 48 includes a first portion 104 and a second portion 106. The first portion 104 includes a coupling structure that orients the spindle or shaft of the handwheel actuator 46 at a first angle, while the second portion 106 includes a coupling structure that orients the upper sheath 48 at a second angle different from the first angle. In the illustrated embodiment, the first portion 104 is constructed on the second portion 106 so as to protrude therefrom and define an angular orientation different from that of the second portion 106. For example, the first portion 104 is a thickened portion of the adapter 102 that extends away from the second portion 106 toward the handwheel actuator 46.

[0028] Now see Figure 4 and Figure 5 , a shield axis deflection assembly is shown according to another embodiment and is generally designated by the numeral 200. In the illustrated embodiment, the same principles associated with offsetting the angular orientation of the upper shield 48 and the handwheel actuator (utilizing the steering wheel 42) are followed. However, in the illustrated embodiment, the structure that provides the offset angle is a controller assembly 202 that is operatively coupled to the handwheel actuator 46. The controller assembly 202 is a controller housing 204 that contains a controller for electrically interacting with the handwheel actuator 46. The controller housing 202 defines an opening 206 that receives the end of the upper shield 48 for coupling thereto. The opening 206 is defined by an inner wall that deflects the longitudinal axis B of the upper shield 48 from the central axis A of the handwheel actuator 46. This is achieved by angling the inner wall of the opening.

[0029] In any of the above embodiments, the angular skewing feature 102, 204 can provide a sudden and / or extreme angle change to maximize the folding distance. In other embodiments, the features 102, 204 provide more subtle angle changes to achieve overall energy absorption and comfort. The angular skewing can be the intersection of two relatively straight segments or can include curvature.

[0030] Although this article describes in detail Figures 2 to 5The embodiment shown, however, should be understood that in other embodiments, the angle bend feature can be integrally formed with the upper sheath 48, the motor output shaft disposed within the handwheel actuator, the spindle, or another structure that is part of the upper portion of the steer-by-wire system. Alternatively, the angle bend feature can be a separate component that is implemented with an additional offset adapter feature and coupled to the steer-by-wire system as disclosed herein.

[0031] Now see Figure 6 and Figure 7 , illustrates features associated with the tilt adjustment mechanism 300. For example, a lever 302 and a locking assembly 304 are shown in a manual adjustment system. The embodiments disclosed herein move components away from a common location that is not associated with a handwheel actuator mounted near the steering wheel 42. This provides a variety of options for a pivot position P about which the steering column 45 pivots for tilt adjustment when the steering column 45 is angularly deflected relative to the steering wheel 42. It should be understood that the pivot position P of the steering column 45 can be positioned above, below, forward of, or rearward of the locking assembly 304 of the tilt adjustment mechanism 300.

[0032] The embodiments disclosed herein maintain OEM steering wheel plane specifications, but tilt the upper jacket to an angle that achieves additional folding performance benefits due to the lower friction of the more horizontal column jacket.

[0033] Although the present disclosure has been described in detail with reference to only a limited number of embodiments, it should be readily understood that the present disclosure is not limited to these disclosed embodiments. Rather, the present disclosure may be modified to include any number of variations, alterations, substitutions, or equivalent arrangements not previously described but commensurate with the scope of the present disclosure. Additionally, although various embodiments of the present disclosure have been described, it should be understood that aspects of the present disclosure may include only some of the described embodiments or combinations of various embodiments. Therefore, the present disclosure should not be considered to be limited by the foregoing description.

Claims

1. A steer-by-wire steering system for a vehicle, comprising: column sheath; as well as A handwheel actuator is operatively coupled to the end of the column cover, the handwheel actuator being disposed between the steering input device and the end of the column cover, wherein at least a portion of the column cover extends about a longitudinal axis oriented at a non-parallel angle relative to a central axis of the handwheel actuator.

2. The vehicle steer-by-wire steering system according to claim 1, wherein: The longitudinal axis of the column guard is oriented at a closer angle to horizontal relative to an angle defined by a horizontal axis and the central axis of the handwheel actuator.

3. The vehicle steer-by-wire steering system according to claim 2, further comprising an adapter disposed between the handwheel actuator and the end portion of the column cover, wherein The adapter is shaped to provide the non-parallel angle.

4. The vehicle steer-by-wire steering system according to claim 3, wherein: The adapter is a motor controller housing.

5. The vehicle steer-by-wire steering system according to claim 4, wherein: The motor controller housing defines an opening having an inner wall that receives the column sheath.

6. The vehicle steer-by-wire steering system according to claim 3, wherein: The adapter includes a first portion and a second portion, wherein the first portion is operatively coupled to the handwheel actuator, and wherein the second portion is operatively coupled to the column sheath.

7. The vehicle steer-by-wire steering system according to claim 6, wherein: The first portion is an extension of the second portion toward the handwheel actuator. 8 . The vehicle steer-by-wire steering system of claim 2 , further comprising an angle biasing feature integrally formed on the end of the column cover to define the non-parallel angle.

9. The vehicle steer-by-wire steering system according to claim 3, wherein: The adapter is an angular deflection feature integrally formed on a spindle disposed within the handwheel actuator.

10. The vehicle steer-by-wire steering system according to claim 3, wherein: The adapter is an angular deflection feature integrally formed on the output shaft of a motor disposed within the handwheel actuator.

11. A steer-by-wire steering system for a vehicle, comprising: column sheath; as well as A handwheel actuator is operatively coupled to the end of the column cover, the handwheel actuator being disposed between the steering input device and the end of the column cover, wherein at least a portion of the column cover extends about a longitudinal axis that is not coaxial with a central axis of the handwheel actuator.

12. The vehicle steer-by-wire steering system of claim 11, further comprising an adapter disposed between the handwheel actuator and the end portion of the column cover, wherein The adapter is shaped to provide a non-coaxial orientation of the column sheath and the handwheel actuator.

13. The vehicle steer-by-wire steering system according to claim 12, wherein: The adapter is a motor controller housing.

14. The vehicle steer-by-wire steering system according to claim 13, wherein: The motor controller housing defines an opening having an inner wall that receives the column sheath.

15. The vehicle steer-by-wire steering system according to claim 12, wherein: The adapter includes a first portion and a second portion, wherein the first portion is operatively coupled to the handwheel actuator, and wherein the second portion is operatively coupled to the column sheath.

16. The vehicle steer-by-wire steering system according to claim 15, wherein: The first portion is an extension of the second portion toward the handwheel actuator. 17 . The vehicle steer-by-wire steering system of claim 11 , further comprising an angle biasing feature integrally formed on the end of the column cover to define a non-coaxial angle.

18. The vehicle steer-by-wire steering system according to claim 11, wherein: The longitudinal axis of the column sheath and the center axis of the handwheel actuator are non-parallel to each other, wherein the longitudinal axis of the column sheath is oriented at a closer angle to horizontal relative to an angle defined by a horizontal axis and the center axis of the handwheel actuator.

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