Steering column assembly and system, steering wheel rotation angle detection method and vehicle

Abstract

The invention relates to a steering column assembly and system, a steering wheel rotation angle detection method and a vehicle. The steering column assembly comprises a column, the column is provided with a first axis, in the direction of the first axis, a hand feeling simulator is connected to one end of the column, and the hand feeling simulator is connected to the other end of the column; the hand feeling simulator comprises a motor, an angle sensor, a gear and a controller, the gear is in transmission connection with the motor, the angle sensor is matched with the gear to detect the rotation angle of a steering wheel, and the gear is arranged on the side, away from the tubular column, of the motor. According to the steering column assembly, the hand feeling simulator and the column are arranged in the axial direction, so that the size of the whole steering column assembly in the radial direction is reduced, integrated arrangement is achieved, the integration degree is improved, layout compactness is improved, the arrangement space can be greatly saved, and the space utilization rate is improved.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle manufacturing, in particular to a steering column assembly and system, a steering wheel rotation angle detection method and a vehicle. BACKGROUND

[0002] In the related art, the angle detection structure in the steering column assembly is often separately arranged on the column, which leads to a large size of the steering column assembly, occupies more space and affects the space utilization. SUMMARY

[0003] The purpose of the present disclosure is to provide a steering column assembly and system, a steering wheel rotation angle detection method and a vehicle to solve the above-mentioned problems in the related art.

[0004] In order to achieve the above-mentioned purpose, one aspect of the present disclosure provides a steering column assembly, comprising: a column connected to a steering wheel, the column being provided with a first axis; a hand feel simulator connected to one end of the column in the direction of the first axis; wherein the hand feel simulator comprises a motor, an angle sensor and a gear and a controller, the gear is in transmission connection with the motor, the angle sensor cooperates with the gear to detect the rotation angle stroke of the steering wheel, the gear is arranged on the side of the motor away from the column, the motor is provided with a second axis, the gear comprises a third axis, the first axis, the second axis and the third axis coincide; at least part of the controller is located on the side of the motor away from the column in the direction of the first axis, the controller is connected with the motor, and the controller is used for controlling the current of the motor to generate different torques.

[0005] The above-mentioned technical solution arranges the hand feel simulator and the column in the axial direction, that is, arranges the hand feel simulator and the column adjacent to each other in the direction of the first axis, thereby reducing the size of the steering column assembly in the radial direction, avoiding excessive space occupation in the radial direction and facilitating the arrangement of the steering column assembly. In addition, it belongs to integrated arrangement, improves the integration degree, realizes the layout compactness improvement, thereby can greatly save the arrangement space, so as to improve the space utilization, then realizes the detection of the rotation angle of the steering wheel through the cooperation of the angle sensor and the gear, and the angle sensor and the gear belong to flat structure, which occupies small space in the axial direction and can also improve the layout compactness.

[0006] In some possible implementation manners, the motor comprises a housing and a rotating shaft, an axis of the rotating shaft is the second axis, one end of the rotating shaft extends away from the pipe column, and the rotating shaft is directly connected with the gear, and the rotating shaft is used to drive the gear to rotate.

[0007] By means of the above arrangement, the cost is reduced, the layout compactness is improved, the size is reduced, and the space occupation is reduced.

[0008] In some possible implementation manners, a total stroke of the rotating angle of the steering wheel satisfies -180°≤α≤180°. The gear comprises a first gear, the first gear is fixedly connected to the rotating shaft, and cooperation of the first gear and the angle sensor is used to detect the rotating angle of the steering wheel. An axis of the first gear is the third axis, and the third axis coincides with the second axis.

[0009] By means of the above arrangement, the total stroke range of the rotating angle of the steering wheel is adapted, and the detection of the rotating angle of the steering wheel is facilitated.

[0010] In some possible implementation manners, in the direction of the first axis, the angle sensor is located on a side of the motor away from the pipe column, the angle sensor is arranged opposite to the gear, the gear is closer to the motor than the angle sensor, a magnetic member is arranged on a side of the gear away from the motor, and the magnetic member cooperates with the angle sensor.

[0011] By means of the above arrangement, the layout compactness can be improved, the size in the radial direction can be reduced, and the occupation in the radial direction is reduced.

[0012] In some possible implementation manners, the total stroke of the rotating angle of the steering wheel is greater than 180° or less than -180°. The gear comprises a first gear and a second gear, the first gear is fixedly connected to the rotating shaft, the second gear is engaged with the first gear, and common cooperation of the first gear and the second gear and the angle sensor is used to detect the rotating angle of the steering wheel. An axis of the first gear is the third axis, and the third axis is parallel to an axis of the second gear.

[0013] By means of the above arrangement, the total stroke range of the rotating angle of the steering wheel is adapted, and the detection of the rotating angle of the steering wheel is facilitated.

[0014] In some possible implementation manners, a diameter of the first gear is less than a diameter of the second gear. The angle sensor comprises a first angle sensor and a second angle sensor, the first angle sensor cooperates with the first gear, and is used to detect the rotating angle of the first gear. The second angle sensor is matched with the second gear to detect the rotation angle of the second gear, and the rotation angle of the first gear is determined by the rotation angle of the second gear, so as to determine the rotation angle range of the steering wheel.

[0015] In this way, the detection accuracy is ensured.

[0016] In some possible embodiments, the transmission ratio of the first gear to the second gear is greater than 3.

[0017] In this way, the detection of the rotation angle of the steering wheel is facilitated.

[0018] In some possible embodiments, the number of teeth of the first gear and the number of teeth of the second gear are both prime numbers, and the least common multiple of the number of teeth of the first gear and the number of teeth of the second gear is greater than the total range of the rotation angle of the steering wheel. The angle sensor comprises a first angle sensor and a second angle sensor, the first angle sensor is matched with the first gear to detect the rotation angle of the first gear. The second angle sensor is matched with the second gear to detect the rotation angle of the second gear, and the rotation angle range of the steering wheel is determined by the corresponding relationship between the rotation angles of the two first gears and the second gear.

[0019] In this way, the detection of the rotation angle of the steering wheel is facilitated, and the detection accuracy is ensured.

[0020] In some possible embodiments, the angle sensor and the gear are arranged in the controller.

[0021] In this way, the axial layout is adopted, the layout compactness is improved, and the control motor is facilitated to generate different torques.

[0022] In some possible embodiments, the controller comprises a housing and a circuit board, one side of the housing facing the motor is provided with an opening accommodating the angle sensor and the gear, the angle sensor and the gear are arranged in the opening, and the angle sensor is electrically connected with the circuit board.

[0023] In this way, the angle sensor and the gear can be covered and protected, the structure is simplified, and the size is reduced.

[0024] In some possible embodiments, part of the housing of the controller is located on one side of the motor in a radial direction perpendicular to the second axis.

[0025] In this way, part of the controller can be arranged on the radial side of the motor according to needs.

[0026] In some possible implementation manners, the motor comprises a housing and a rotating shaft, the column comprises a rotating shaft, the rotating shaft is directly connected with the rotating shaft, the rotating shaft is used to be connected with a steering wheel, and the torque of the motor is greater than or equal to 8 Nm.

[0027] In this way, a mechanism for reducing the number or increasing the torque is not needed, the structure of the whole steering column assembly is simplified, the size is reduced, and the occupied space is reduced.

[0028] In some possible implementation manners, the rotating shaft is provided with a receiving groove near one end of the rotating shaft, the rotating shaft extends into the receiving groove, and the rotating shaft is connected with the rotating shaft through a locking member. The rotating shaft is provided with a receiving groove near one end of the rotating shaft, the rotating shaft extends into the receiving groove, and the rotating shaft is connected with the rotating shaft through a locking member.

[0029] In this way, the connection between the rotating shaft and the rotating shaft is facilitated.

[0030] In some possible implementation manners, both ends of the rotating shaft extend out of the housing, one end of the rotating shaft is connected with the rotating shaft, and the other end of the rotating shaft is connected with the gear.

[0031] In this way, the rotating shaft is directly connected with the rotating shaft and the gear, respectively.

[0032] In some possible implementation manners, the housing is provided with a first connecting part, the column is provided with a second connecting part, the first connecting part is attached to the second connecting part, and the first connecting part is connected with the second connecting part through a fastener.

[0033] In this way, the connection between the housing and the column is facilitated.

[0034] In some possible implementation manners, the steering column assembly further comprises a limiting mechanism, the limiting mechanism is used to limit the total rotation stroke of the steering wheel. The limiting mechanism comprises a first limiting mechanism or a second limiting mechanism, the first limiting mechanism is connected with the feel simulator, and the second limiting mechanism is connected with the column.

[0035] In this way, the maximum steering angle of the steering wheel is limited, and damage is prevented.

[0036] In some possible implementation manners, the first limiting mechanism comprises a fixed ring, an intermediate ring and a movable ring, the motor comprises a casing and a rotating shaft, the movable ring is sleeved on the rotating shaft and rotates with the rotating shaft, the fixed ring is connected to the casing, the intermediate ring is located between the movable ring and the fixed ring, the intermediate ring is sleeved on the rotating shaft, and the fixed ring, the intermediate ring and the movable ring cooperate to limit the total rotation stroke of the steering wheel.

[0037] In this way, the assembly is convenient, and the limitation of the maximum steering angle of the steering wheel can be achieved.

[0038] In some possible implementation manners, the column comprises an outer sleeve and a rotating shaft, the rotating shaft is rotatably connected in the outer sleeve, the rotating shaft is coaxially arranged with the outer sleeve, and the second limiting mechanism is arranged between the outer sleeve and the rotating shaft.

[0039] In this way, the idle space is fully utilized, and the space utilization rate is improved.

[0040] In some possible implementation manners, the second limiting mechanism comprises an inner ring sleeve and an outer ring sleeve, the inner ring sleeve is sleeved on the rotating shaft and rotates synchronously with the rotating shaft, the outer ring sleeve is fixedly connected to the inner wall of the outer sleeve, the outer ring sleeve is coaxially arranged with the outer sleeve, and the inner ring sleeve and the outer ring sleeve cooperate to limit the total rotation stroke of the steering wheel.

[0041] In this way, the limitation of the maximum rotation angle of the steering wheel can be achieved.

[0042] In some possible implementation manners, the second limiting mechanism further comprises an intermediate sleeve ring, the intermediate sleeve ring is rotatably sleeved on the rotating shaft, the intermediate sleeve ring is arranged between the inner ring sleeve and the outer ring sleeve, and the intermediate sleeve ring, the inner ring sleeve and the outer ring sleeve cooperate to limit the total rotation stroke of the steering wheel.

[0043] In this way, the total rotation stroke of the steering wheel can be expanded.

[0044] In some possible implementation manners, the number of intermediate sleeve rings is a plurality, and the plurality of intermediate sleeve rings are arranged at intervals along the first axis direction.

[0045] In this way, the total rotation stroke of the steering wheel can be adjusted according to different requirements.

[0046] In some possible implementation manners, the second limiting mechanism further comprises a bushing, the bushing is sleeved on the rotating shaft, the intermediate sleeve ring is sleeved on the bushing, a gap is left between the inner ring wall of the outer ring sleeve and the outer peripheral wall of the rotating shaft, and the gap is provided with the bushing.

[0047] By so arranging, relative impact and play can be avoided, and noise can be eliminated.

[0048] In some possible implementation manners, the steering column assembly further comprises a four-way adjusting mechanism, which is configured to adjust an angle of the column in a height direction of the vehicle and adjust a length of the column in a front-rear direction of the vehicle.

[0049] By so arranging, up-down adjustment and front-rear adjustment of the steering wheel can be realized, and the needs of different drivers in terms of body shape can be met.

[0050] In some possible implementation manners, the steering column assembly further comprises a first mounting bracket, which is connected to the four-way adjusting mechanism and configured to be connected to an instrument beam.

[0051] By so arranging, mounting stability can be improved.

[0052] In some possible implementation manners, the steering column assembly further comprises a second mounting bracket, which is connected to the feel simulator and hinged to the instrument beam through a pin shaft.

[0053] By so arranging, up-down adjustment of the steering wheel can be realized.

[0054] The second aspect of the present disclosure further provides a steering system, comprising a steering wheel and the above-described steering column assembly.

[0055] The third aspect of the present disclosure further provides a vehicle, comprising the above-described steering column assembly or the above-described steering system.

[0056] The fourth aspect of the present disclosure further provides a steering wheel rotation angle detection method applied to the above-described steering column assembly, comprising the following steps: detecting a rotation angle of the gear to obtain a gear rotation angle; obtaining a rotation angle of the steering wheel according to the gear rotation angle.

[0057] The above-described technical solution can directly obtain the rotation angle of the steering wheel through detection of the rotation angle of the gear, thereby facilitating detection of the rotation angle of the steering wheel.

[0058] In some possible implementation manners, the detection of the rotation angle of the gear to obtain the gear rotation angle comprises: if a total stroke α of the rotation angle of the steering wheel satisfies -180°≤α≤180°; detect a rotation angle of the first gear to obtain a first gear rotation angle, wherein the first gear is coaxially arranged with the motor, and the rotation angle of the first gear is consistent with the rotation angle of the steering wheel; obtain the rotation angle of the steering wheel according to the first gear rotation angle.

[0059] By such an arrangement, rotation angle detection of a smaller range of total stroke of the rotation angle of the steering wheel can be adapted, and the structure can be simplified.

[0060] In some possible implementation manners, the detecting the rotation angle of the gear to obtain the gear rotation angle comprises: if the total stroke of the rotation angle of the steering wheel is greater than 180° or less than -180°; detect a rotation angle of the first gear to obtain a first gear rotation angle, wherein the first gear is coaxially arranged with the motor, and the rotation angle of the first gear is consistent with the rotation angle of the steering wheel; detect a rotation angle of the second gear to obtain a second gear rotation angle; obtain the rotation angle of the steering wheel according to the first gear rotation angle and the second gear rotation angle.

[0061] By such an arrangement, rotation angle detection of a larger range of total stroke of the rotation angle of the steering wheel can be adapted, and detection accuracy can be ensured.

[0062] In some possible implementation manners, the obtaining the rotation angle of the steering wheel according to the first gear rotation angle and the second gear rotation angle comprises: determine the rotation number of the first gear according to the second gear rotation angle to obtain a first gear rotation number; confirm the rotation angle stroke of the steering wheel according to the first gear rotation angle and the first gear rotation number; wherein the transmission ratio of the first gear to the second gear is greater than 3.

[0063] By such an arrangement, detection accuracy can be ensured.

[0064] In some possible implementation manners, the obtaining the rotation angle of the steering wheel according to the first gear rotation angle and the second gear rotation angle comprises: obtain a first gear angle value according to the first gear rotation angle; obtain a second gear angle value according to the second gear rotation angle; determine the rotation angle stroke of the steering wheel according to the first gear angle value and the second gear angle value; The number of teeth of the first gear and the number of teeth of the second gear are both prime numbers, and the least common multiple of the number of teeth of the first gear and the number of teeth of the second gear is greater than the total stroke of the rotation angle of the steering wheel.

[0065] By so doing, the detection accuracy can be ensured.

[0066] Other features and advantages of the present disclosure will be described in detail in the following detailed description section. BRIEF DESCRIPTION OF DRAWINGS

[0067] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used to explain the present disclosure together with the following detailed description, but do not limit the present disclosure. In the drawings: Figure 1 is a perspective view of a steering column assembly according to an embodiment of the present disclosure.

[0068] Figure 2 is a structural view of the steering column assembly according to an embodiment of the present disclosure.

[0069] Figure 3 is a structural view of a steering shaft according to an embodiment of the present disclosure. Figure 2 is a sectional view of the steering shaft according to an embodiment of the present disclosure.

[0070] Figure 4 is a structural view of a steering shaft according to an embodiment of the present disclosure.

[0071] Figure 5 is a structural view of the steering column assembly according to an embodiment of the present disclosure. Figure 4 is a sectional view of the steering column assembly according to an embodiment of the present disclosure.

[0072] Figure 6 is a structural view of the steering column assembly according to an embodiment of the present disclosure. Figure 5 is an enlarged view of a C position of the steering column assembly according to an embodiment of the present disclosure.

[0073] Figure 7 is a structural view of a second limiting mechanism according to an embodiment of the present disclosure.

[0074] Figure 8 is a structural view of a first limiting mechanism according to an embodiment of the present disclosure.

[0075] Figure 9 is a structural view of a hand feel simulator according to an embodiment of the present disclosure.

[0076] Figure 10 is a structural view of a gear according to an embodiment of the present disclosure.

[0077] REFERENCE NUMERALS 1. A pipe column, 11. A steering shaft, 12. A containing groove, 13. A second connecting part, 14. A fastener, 15. An outer sleeve; 2. A hand feeling simulator, 21. A motor, 211. A casing, 212. A rotating shaft, 22. An angle sensor, 23. A gear, 231. A first gear, 232. A second gear, 24. A controller, 241. A housing, 242. A circuit board, 243. An opening, 25. A first connecting part; 3. A limiting mechanism, 31. A first limiting mechanism, 311. A fixed ring, 312. An intermediate ring, 313. A movable ring, 32. A second limiting mechanism, 321. An inner ring sleeve, 322. An outer ring sleeve, 323. An intermediate sleeve ring, 324. A bushing; 4. A four-way adjusting mechanism; 5. A first mounting bracket; 6. A second mounting bracket, 61. A pin shaft. DETAILED DESCRIPTION

[0078] The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely intended to illustrate and explain the present disclosure, and are not intended to limit the present disclosure.

[0079] In the present disclosure, the orientation words such as "up, down, left, right, front, back" are generally defined in the use state of the vehicle, and "inner, outer" refer to the inner and outer of the related parts. In addition, the terms "first", "second" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0080] In the description of the present disclosure, it should also be noted that, unless otherwise explicitly specified and limited, the terms "arrangement" and "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrally connected, it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present disclosure can be understood according to the specific circumstances.

[0081] With the improvement of the intelligent auxiliary driving level of the vehicle and the gradual popularization of the intelligent cabin, more and more vehicles use a steer-by-wire system to realize the steering of the vehicle. Compared with the traditional mechanical steering system, the steer-by-wire system cancels the intermediate shaft between the steering column and the steering machine, and instead increases a hand feeling simulator on the column to simulate the hand force feedback of driving, and at the same time transmits the angle signal of the driver applied to the steering wheel to the steering machine through a wire harness connection, to realize the steering control of the vehicle.

[0082] In the related art, the angle detection structure in the steering column assembly is usually separately arranged on the column, which leads to a larger size of the steering column assembly, occupies more space, and affects the space utilization. For example, the angle detection structure is designed inside the column to detect the rotation of the steering shaft, which increases the axial and radial dimensions of the entire steering column assembly, thereby occupying more space of the steering column assembly and reducing the space utilization of the steering column assembly.

[0083] Therefore, as shown in the drawings, Figures 1-10 one aspect of the present disclosure provides a steering column assembly, which comprises a column 1 and a feel simulator 2. The column 1 is connected to a steering wheel, and the column 1 is provided with a first axis. In the direction of the first axis, the feel simulator 2 is connected to one end of the column 1.

[0084] The feel simulator 2 comprises a motor 21, an angle sensor 22, a gear 23, and a controller 24. The gear 23 is in transmission connection with the motor 21. The angle sensor 22 cooperates with the gear 23 to detect the rotation angle of the steering wheel. The gear 23 is arranged on the side of the motor 21 away from the column 1. The motor 21 is provided with a second axis. The gear 23 comprises a third axis. The first axis, the second axis, and the third axis coincide.

[0085] In the direction of the first axis, at least part of the controller 24 is located on the side of the motor 21 away from the column 1. The controller 24 is connected to the motor 21. The controller 24 is used to control the current of the motor 21 to generate different torques.

[0086] In the above technical solution, the feel simulator 2 and the column 1 are arranged in an axial direction, that is, in the direction of the first axis, the feel simulator 2 and the column 1 are arranged adjacent to each other, thereby reducing the size of the entire steering column assembly in the radial direction, avoiding excessive space occupation in the radial direction, and facilitating the arrangement of the steering column assembly. In addition, it is an integrated arrangement, which improves the integration degree and realizes the improvement of layout compactness, thereby greatly saving the arrangement space and improving the space utilization. Then, the angle sensor 22 cooperates with the gear 23 to detect the rotation angle of the steering wheel. The angle sensor 22 and the gear 23 belong to a flat structure, which occupies a small space in the axial direction and can also improve the layout compactness.

[0087] Optionally, in one embodiment of the present disclosure, in the direction of the first axis, the angle sensor 22 is located on the side of the motor 21 away from the column 1. The angle sensor 22 is arranged opposite to the gear 23. The gear 23 is closer to the motor 21 than the angle sensor 22. The gear 23 is provided with a magnetic member on the side away from the motor 21. The magnetic member cooperates with the angle sensor 22.

[0088] The angle sensor 22, the gear 23, the motor 21 and the pipe column 1 are arranged along the first axis direction, so that the whole is an axial arrangement structure, the angle sensor 22 and the gear 23 are arranged axially, which can improve the layout compactness, reduce the size in the radial space, and reduce the occupation in the radial space.

[0089] The angle sensor 22 and the gear 23 are arranged opposite to each other in the first axis direction, and then the gear 23 is close to the motor 21, which is beneficial to the rotation of the gear 23 driven by the motor 21, so as to transmit the rotation energy of the steering wheel to the gear 23, so that the angle sensor 22 can detect the rotation angle of the gear 23, thereby detecting the rotation angle of the steering wheel. It can be understood that the magnetic part on the gear 23 cooperates with the angle sensor 22, which can realize electric signal detection, so as to determine the rotation angle of the gear 23. In some examples, the magnetic part can be a magnet, and the angle sensor 22 can be a magnetic angle sensor 22.

[0090] Alternatively, in another embodiment of the present disclosure, in the radial direction of the motor 21, the angle sensor 22 and the gear 23 are located on one side of the motor 21, the angle sensor 22 is arranged opposite to the gear 23, the gear 23 is close to the motor 21 compared with the angle sensor 22, and the gear 23 is provided with a magnetic part on the side away from the motor 21, which cooperates with the angle sensor 22. In addition, it should be noted that the cooperation of the angle sensor 22 and the gear 23 for detecting the rotation angle can also adopt other detection methods, that is, without setting the magnetic part.

[0091] Alternatively, in one embodiment of the present disclosure, the motor 21 includes a shell 211 and a rotating shaft 212, the axis of the rotating shaft 212 is the second axis, one end of the rotating shaft 212 extends away from the pipe column 1 and is directly connected with the gear 23, and the rotating shaft 212 is used to drive the gear 23 to rotate. By directly connecting the rotating shaft 212 with the gear 23, the intermediate structure can be reduced, thereby reducing the cost, improving the layout compactness, reducing the size and reducing the space occupation. It should be noted that the direct connection here means that no intermediate structure is arranged between the gear 23 and the rotating shaft 212 for transmission, and the gear 23 can be directly sleeved on the rotating shaft 212, and the gear 23 and the rotating shaft 212 are coaxially arranged to realize coaxial rotation. Thus, the rotation of the rotating shaft 212 can be directly transmitted to the gear 23. The gear 23 is located outside the shell 211 and close to the outer wall of the shell 211, so that the layout compactness can be further improved, and too many complex structures do not need to be arranged.

[0092] Optionally, in one embodiment of the present disclosure, the gear 23 comprises a first gear 231 fixedly connected to the rotating shaft 212, the first gear 231 is matched with the angle sensor 22 to detect the rotating angle of the steering wheel, the axis of the first gear 231 is the third axis, the third axis is coincident with the second axis, and the total stroke α of the rotating angle of the steering wheel satisfies -180°≤α≤180°.

[0093] Wherein, the first gear 231 is coaxially arranged and rotated with the rotating shaft 212, so that the rotating angle of the rotating shaft 212 is the rotating angle of the first gear 231, then the first gear 231 is matched with the angle sensor 22 to realize the detection of the rotating angle of the first gear 231, so that the rotating angle of the steering wheel can be obtained by backstepping. It can be understood that the first gear 231 rotates 360°, and the steering wheel can rotate clockwise or counterclockwise, so the range of the rotating angle of the steering wheel needs to be between -180° and 180°, so that the rotating angle of the steering wheel can be accurately detected by the cooperation of the first gear 231 and the angle sensor 22, and if it exceeds this range, the specific rotating number of the steering wheel cannot be determined.

[0094] Optionally, in another embodiment of the present disclosure, the gear 23 comprises a first gear 231 and a second gear 232, the first gear 231 is fixedly connected to the rotating shaft 212, the second gear 232 is engaged with the first gear 231, the first gear 231 and the second gear 232 are matched with the angle sensor 22 to detect the rotating angle of the steering wheel, the axis of the first gear 231 is the third axis, the third axis is parallel to the axis of the second gear, and the total stroke α of the rotating angle of the steering wheel is greater than 180° or less than -180°.

[0095] The first gear 231 is coaxially arranged with the rotating shaft 212 and rotates coaxially, so that the rotating angle of the rotating shaft 212 is also the rotating angle of the first gear 231. Then, the first gear 231 cooperates with the angle sensor 22 to realize detection of the rotating angle of the first gear 231. Then, the first gear 231 meshes with the second gear 232, so that the first gear 231 drives the second gear 232 to rotate. Through cooperation of the angle sensor 22 and the second gear 232, detection of the rotating angle of the second gear 232 can be realized. Through detection of the rotating angle of the second gear 232, the rotating angle of the first gear 231 can be verified, and whether the first gear 231 rotates more than one circle can be known. Thus, the detection range of the total stroke of the rotating angle of the steering wheel can be expanded, and the rotating angle of the steering wheel can be obtained by back calculation. It can be understood that the first gear 231 rotates one circle, which is 360°. The steering wheel can rotate clockwise or counterclockwise. Only through detection of the rotating angle of the first gear 231, the range of the rotating angle of the steering wheel needs to be between -180° and 180°. On this basis, the rotating angle of the second gear 232 is detected to verify whether the first gear 231 rotates more than one circle. After the first gear 231 rotates more than one circle, the rotating angle of the first gear 231 can still be back calculated to obtain the rotating angle of the steering wheel, so that the total stroke of the rotating angle of the steering wheel can be greater than 180° or less than -180°. Of course, the rotating angle of the steering wheel can also be detected through the rotating angle of the first gear 231 between -180° and 180°. That is, the range of the rotating angle of the steering wheel can be between -360° and 360°, or between -720° and 720°, and the specific range can be set as needed, which is not limited here.

[0096] Optionally, in an embodiment of the present disclosure, the transmission ratio of the first gear 231 to the second gear 232 is greater than 3. That is, through such setting, cooperation of the second gear 232 and the angle sensor 22 can be ensured to detect the rotating angle of the second gear 232 within one circle of the second gear 232 to verify the rotating condition of the first gear 231. If the second gear 232 rotates more than one circle, the rotating number of the first gear 231 and the second gear 232 cannot be accurately determined.

[0097] In some examples, the first gear 231 can be sized smaller than the second gear 232, i.e. the diameter of the first gear 231 is smaller than the diameter of the second gear 232, so that the number of teeth on the second gear 232 is greater than the number of teeth of the first gear 231, and thus, after the first gear 231 rotates more than one turn, the second gear 232 rotates a small range, and the number of turns of the first gear 231 can be determined according to the rotation angle of the second gear 232, and thus the rotation angle of the first gear 231 can be determined.

[0098] Optionally, the angle sensor 22 includes a first angle sensor and a second angle sensor, the first angle sensor is matched with the first gear 231 to detect the rotation angle of the first gear 231.

[0099] The second angle sensor is matched with the second gear 232 to detect the rotation angle of the second gear 232, and the number of turns of the first gear 231 is determined according to the rotation angle of the second gear 232. Thus, the position of the first gear 231 after rotating more than one turn can be determined, and thus the rotation angle range of the steering wheel can be determined.

[0100] Optionally, in another embodiment of the present disclosure, the number of teeth of the first gear 231 and the number of teeth of the second gear 232 are both prime numbers, and the least common multiple of the number of teeth of the first gear 231 and the number of teeth of the second gear 232 is greater than the total range of the rotation angle of the steering wheel. By such arrangement, within the design range of the rotation angle of the steering wheel, the first gear 231 and the second gear 232 have only one position relationship at any rotation angle of the steering wheel, that is, the relative position relationship of the first gear 231 and the second gear 232 is not repeated, and thus the rotation angle of the steering wheel can be determined according to the unique relative position relationship of the first gear 231 and the second gear 232. The relationship between the diameter of the first gear 231 and the diameter of the second gear 232 is not limited.

[0101] Optionally, the angle sensor 22 includes a first angle sensor and a second angle sensor, the first angle sensor is matched with the first gear 231 to detect the rotation angle of the first gear 231.

[0102] The second angle sensor is matched with the second gear 232 to detect the rotation angle of the second gear 232, and the number of turns of the first gear 231 is determined according to the rotation angle of the second gear 232. Thus, the position of the first gear 231 after rotating more than one turn can be determined, and thus the rotation angle range of the steering wheel can be determined.

[0103] Optionally, in an embodiment of the present disclosure, the rotation angle can include absolute angle, angular velocity and angular acceleration.

[0104] Optionally, in one embodiment of the present disclosure, the controller 24 is located on the side of the motor 21 away from the column 1 in the first axial direction, the controller 24 is connected with the motor 21, the angle sensor 22 and the gear 23 are arranged in the controller 24, and the controller 24 is used to control the current of the motor 21 to generate different torques.

[0105] The controller 24 is used to control the motor 21 to generate different torques by controlling the current of the motor 21, so as to simulate different steering feelings and make the driver feel steering damping, so as to better control the vehicle to steer. The present steering column assembly adopts a 48V electronic architecture, and the motor 21 and the controller 24 are selected as 48V electronic elements. The 48V architecture can reduce the working current of the system and reduce the cost of the vehicle wire harness. At the same time, the working capacity of the system can be improved in the same space.

[0106] The controller 24 is also arranged in an axial direction in the first axial direction, that is, the controller 24, the angle sensor 22, the gear 23 and the motor 21 are arranged in an axial direction, which can further improve the compactness of the structure and facilitate the connection of the angle sensor 22 and the controller 24.

[0107] Optionally, in one embodiment of the present disclosure, the controller 24 comprises a housing 241 and a circuit board 242, one side of the housing 241 facing the motor 21 is provided with an opening 243 accommodating the angle sensor 22 and the gear 23, the angle sensor 22 and the gear 23 are arranged in the opening 243, and the angle sensor 22 is electrically connected with the circuit board 242.

[0108] The housing 241 and the shell 211 of the motor 21 are connected with each other, so as to avoid the size between the two being too large, and then the opening 243 is arranged on the housing 241, the opening 243 can avoid the angle sensor 22 and the gear 23, so that the angle sensor 22 and the gear 23 do not affect the mutual connection of the housing 241 and the shell 211 of the motor 21, and the angle sensor 22 and the gear 23 are arranged in the opening 243, which can avoid the size of the angle sensor 22 and the gear 23 in the first axial direction, avoid the size being too large, and the housing 241 can cover the angle sensor 22 and the gear 23, which can protect the angle sensor 22 and the gear 23, so that the housing 241 can be used as a protection structure of the angle sensor 22 and the gear 23, one housing 241 has two functions, and a protection shell structure does not need to be arranged for the angle sensor 22 and the gear 23, which simplifies the structure and reduces the size. In addition, the angle sensor 22 is electrically connected with the circuit board 242, which can supply power to the angle sensor 22 and obtain the detection result of the angle sensor 22, so that the controller 24 adjusts the current of the motor 21 and controls the rotation angle of the steering motor according to the detection result of the angle sensor 22.

[0109] Optionally, in an embodiment of the present disclosure, part of the shell of the controller 24 is located on one side of the motor 21 along the radial direction perpendicular to the second axis. Optionally, in an embodiment of the present disclosure, the motor 21 comprises a housing 211 and a rotating shaft 212, the steering column 1 comprises a steering shaft 11, the rotating shaft 212 is directly connected with the steering shaft 11, the steering shaft 11 is used to be connected with the steering wheel, and the torque of the motor 21 is set to be greater than or equal to 8 Nm.

[0110] Wherein, by increasing the torque of the motor 21, the rotating shaft 212 of the motor 21 is directly connected with the steering shaft 11, and the two directly transmit kinetic energy without the need to set a mechanism for reducing the number and increasing the torque, thereby simplifying the structure of the entire steering column assembly, realizing the reduction in size, and reducing the occupied space. Optionally, the motor 21 is provided with a second axis, the rotating shaft 212 extends along the second axis, the second axis is also the axis of the rotating shaft 212, and the second axis coincides with the first axis, so that the rotating shaft 212 is coaxial with the steering shaft 11, the two realize coaxial rotation and kinetic energy transmission, realize direct transmission of torque, and do not need to pass through a speed reduction mechanism and a torsion bar, the torque transmission path has higher rigidity, and the hand feeling is established more directly. It should be noted that the direct connection here means that the steering shaft 11 and the rotating shaft 212 do not set a mechanism for reducing the number and increasing the torque for transmission, one end of the steering shaft 11 is in contact with one end of the rotating shaft 212 to realize coaxial rotation. In some examples, the motor 21 adopts a 15 Nm direct current brushless motor 21. Of course, it should be noted that the torque of the motor 21 can also be other values, which can be customized and developed according to the space arrangement and cost demand, and here is not limited too much.

[0111] Optionally, in an embodiment of the present disclosure, the end of the steering shaft 11 close to the rotating shaft 212 is provided with a containing groove 12, the rotating shaft 212 extends into the containing groove 12, and the steering shaft 11 and the rotating shaft 212 are connected through a locking piece.

[0112] Wherein, the slot of the containing groove 12 faces the rotating shaft 212, so that one end of the rotating shaft 212 can extend into the containing groove 12, and then be locked through the locking piece, so that the rotating shaft 212 and the steering shaft 11 are connected and realize coaxial rotation. Optionally, the side wall of the rotating shaft 212 is provided with a first connecting hole extending in the radial direction, the side wall of the steering shaft 11 is provided with a second connecting hole, the second connecting hole is communicated with the containing groove 12, when the rotating shaft 212 extends into the containing groove 12, the first connecting hole and the second connecting hole are communicated, so that the locking piece penetrates into the first connecting hole and the second connecting hole, and the steering shaft 11 and the rotating shaft 212 are connected and fixed. In some examples, the first connecting hole can be provided as a threaded hole, and the locking piece can be provided as a screw.

[0113] Optionally, in another embodiment of the present disclosure, the rotating shaft 212 is provided with a receiving groove 12 near one end of the steering shaft 11, the steering shaft 11 extends into the receiving groove 12, and the steering shaft 11 is connected with the rotating shaft 212 through a locking member.

[0114] The notch of the receiving groove 12 is directed towards the steering shaft 11, so that one end of the steering shaft 11 can extend into the receiving groove 12, and then be locked through the locking member, so that the rotating shaft 212 and the steering shaft 11 are connected and coaxially rotate. Optionally, the side wall of the rotating shaft 212 is provided with a first connecting hole extending in the radial direction, the first connecting hole is in communication with the receiving groove 12, the side wall of the steering shaft 11 is provided with a second connecting hole, when the steering shaft 11 extends into the receiving groove 12, the first connecting hole and the second connecting hole are in communication, so that the locking member is inserted into the first connecting hole and the second connecting hole, and the connection and fixation of the steering shaft 11 and the rotating shaft 212 are realized. In some examples, the second connecting hole can be provided as a screw hole, and the locking member can be provided as a screw.

[0115] Optionally, in another embodiment of the present disclosure, the rotating shaft 212 is provided with a receiving groove 12 near one end of the steering shaft 11, the steering shaft 11 extends into the receiving groove 12, and the steering shaft 11 is connected with the rotating shaft 212 through a locking member.

[0116] Optionally, in one embodiment of the present disclosure, both ends of the rotating shaft 212 extend out of the shell 211, one end of the rotating shaft 212 is connected with the steering shaft 11, and the other end of the rotating shaft 212 is connected with the gear 23. By connecting the two ends of the rotating shaft 212 with the steering shaft 11 and the gear 23 respectively, the rotation of the steering wheel can be transmitted to the gear 23 through the steering shaft 11 and the rotating shaft 212, so that the detection of the rotation angle of the steering wheel can be realized.

[0117] The rotating shaft 212 extends along the second axis direction, the first end of the rotating shaft 212 is connected with the steering shaft 11, the second end of the rotating shaft 212 is connected with the gear 23, the steering shaft 11 is provided with a receiving groove 12, the first end of the rotating shaft 212 extends into the receiving groove 12, and the gear 23 is fixedly connected to the second end of the rotating shaft 212.

[0118] Optionally, in one embodiment of the present disclosure, the casing 211 is provided with a first connecting portion 25, and the tube column 1 is provided with a second connecting portion 13, the first connecting portion 25 is attached to the second connecting portion 13 and connected by the fastener 14. The first connecting portion 25 and the second connecting portion 13 can facilitate the connection between the motor 21 and the tube column 1, and ensure the connection strength. In some examples, the first connecting portion 25 and the second connecting portion 13 can be provided as flanges, and the flanges are provided with through holes in communication with each other, and the fastener 14 passes through the through holes to achieve the connection and fastening, and the fastener 14 can be a bolt. In other examples, the first connecting portion 25 and the second connecting portion 13 can be provided as plates, and the fastener 14 can be a clamping structure, and the first connecting portion 25 and the second connecting portion 13 are clamped and fixed by the clamping structure.

[0119] Optionally, in another embodiment of the present disclosure, the casing 211 can be welded to the tube column 1.

[0120] Optionally, in one embodiment of the present disclosure, the steering column assembly further comprises a limiting mechanism 3 for limiting the total rotation travel of the steering wheel. The limiting mechanism 3 can limit the maximum steering angle of the steering wheel, prevent the steering wheel from rotating arbitrarily to exceed the total rotation travel, that is, to exceed the detection range of the angle sensor 22, and avoid the damage of the vehicle combination switch component.

[0121] Optionally, in one embodiment of the present disclosure, the limiting mechanism 3 comprises a first limiting mechanism 31 or a second limiting mechanism 32, the first limiting mechanism 31 is connected to the feel simulator 2, and the second limiting mechanism 32 is connected to the tube column 1.

[0122] In some examples, the limiting mechanism 3 can be provided with the first limiting mechanism 31, and the first limiting mechanism 31 is located at the feel simulator 2, and limits the connection between the feel simulator 2 and the steering shaft 11 to limit the maximum steering angle of the steering wheel. By such arrangement, the assembly of the first limiting mechanism 31 can be completed when the feel simulator 2 and the steering shaft 11 are assembled.

[0123] In other examples, the limiting mechanism 3 can be provided with the second limiting mechanism 32, and the second limiting mechanism 32 is located at the tube column 1, and limits the maximum rotation angle of the steering shaft 11 in the tube column 1 to limit the maximum steering angle of the steering wheel. By such arrangement, the space left in the tube column 1 can be fully utilized to arrange the second limiting mechanism 32, and no limiting structure is arranged at the connection position of the feel simulator 2 and the steering shaft 11, which improves the space utilization. Compared with the arrangement of the limiting structure at the connection position of the feel simulator 2 and the steering shaft 11, the axial length can be shortened by 20 mm in the first axis direction, so that the axial size of the entire steering column assembly is greatly reduced.

[0124] Optionally, in an embodiment of the present disclosure, the first limiting mechanism 31 comprises a fixed ring 311, an intermediate ring 312 and a movable ring 313, the motor 21 comprises a housing 211 and a rotating shaft 212, the movable ring 313 is sleeved on the rotating shaft 212 and rotates with the rotating shaft 212, the fixed ring 311 is connected to the housing 211, the intermediate ring 312 is located between the movable ring 313 and the fixed ring 311, and the intermediate ring 312 is sleeved on the rotating shaft 212. The fixed ring 311, the intermediate ring 312 and the movable ring 313 cooperate to limit the total rotation stroke of the steering wheel.

[0125] The fixed ring 311 is fixedly connected to the housing 211, the fixed ring 311 remains stationary, the fixed ring 311 generates a butt-joint effect on the intermediate ring 312 and the movable ring 313, the movable ring 313 is sleeved on the rotating shaft 212, the movable ring 313 rotates coaxially with the rotating shaft 212 under the driving of the rotating shaft 212, and the rotating shaft 212 rotates with the steering wheel. In some examples, the movable ring 313 can be fixedly sleeved on the rotating shaft 212 in an interference fit. In other examples, the movable ring 313 can be connected to the rotating shaft 212 through splines to realize rotation following. The intermediate ring 312 is integrally rotatable around the rotating shaft 212, and when the movable ring 313 rotates with the rotating shaft 212, it will contact the intermediate ring 312, push the intermediate ring 312 to rotate, and gradually rotate to butt against the fixed ring 311 to realize limiting, thereby limiting the maximum rotation angle of the steering wheel. It should be noted that the number of intermediate rings 312 can be set according to the design range of the total rotation stroke of the steering wheel, and is not limited here.

[0126] Optionally, in an embodiment of the present disclosure, the column 1 comprises a sleeve tube 15 and a steering shaft 11, the steering shaft 11 is rotatably connected in the sleeve tube 15, the steering shaft 11 is coaxially arranged with the sleeve tube 15, and the second limiting mechanism 32 is arranged between the sleeve tube 15 and the steering shaft 11.

[0127] The sleeve tube 15 remains stationary, and the steering shaft 11 can rotate with the steering wheel, so that the second limiting mechanism 32 can limit the maximum steering angle of the steering shaft 11, thereby limiting the maximum steering angle of the steering wheel, and the sleeve tube 15 generates a fixed support effect.

[0128] Optionally, in an embodiment of the present disclosure, the second limiting mechanism 32 comprises an inner ring sleeve 321 and an outer ring sleeve 322, the inner ring sleeve 321 is sleeved on the steering shaft 11 and rotates synchronously with the steering shaft 11, the outer ring sleeve 322 is fixedly connected to the inner wall of the sleeve tube 15, the outer ring sleeve 322 is coaxially arranged with the sleeve tube 15, and the inner ring sleeve 321 and the outer ring sleeve 322 cooperate to limit the total rotation stroke of the steering wheel.

[0129] The outer ring 322 is fixedly connected to the inner wall of the outer sleeve 15, and the outer ring 322 remains stationary and exerts a stop action on the inner ring 321. The inner ring 321 is sleeved on the steering shaft 11 and rotates coaxially with the steering shaft 11 under the driving of the steering shaft 11. The steering shaft 11 rotates with the steering wheel, and the rotation information of the steering shaft 11 is consistent with that of the steering wheel. In some examples, the inner ring 321 can be fixedly sleeved on the steering shaft 11 in an interference fit. In other examples, the inner ring 321 can be connected to the steering shaft 11 through splines to follow the rotation. The inner ring 321 is driven to rotate by the steering shaft 11 and stops against the outer ring 322, thereby limiting the maximum rotation angle of the steering wheel.

[0130] Optionally, in an embodiment of the present disclosure, the second limiting mechanism 32 further comprises an intermediate ring 323 rotatably sleeved on the steering shaft 11, and the intermediate ring 323 is arranged between the inner ring 321 and the outer ring 322. The cooperation of the intermediate ring 323 with the inner ring 321 and the outer ring 322 limits the total rotation stroke of the steering wheel.

[0131] The intermediate ring 323 is integrally rotatable around the steering shaft 11. When the inner ring 321 rotates with the steering shaft 11, it will contact the intermediate ring 323, drive the intermediate ring 323 to rotate, and gradually rotate to stop against the outer ring 322 to limit the rotation. The intermediate ring 323 can increase the stroke length of the inner ring 321 rotating with the steering shaft 11 under the stop action of the outer ring 322, thereby increasing the total rotation stroke of the steering wheel. In some examples, the intermediate ring 323 is provided with bosses extending in the radial direction on both sides, which cooperate with the inner ring 321 and the outer ring 322 to transmit the rotation. It should be noted that if the rotation angle of the steering wheel ranges from -180° to 180°, the intermediate ring 323 can not be provided, and if the rotation angle of the steering wheel is outside the range of -180° to 180°, the intermediate ring 323 can be provided.

[0132] Optionally, in an embodiment of the present disclosure, the number of intermediate rings 323 is multiple, and the multiple intermediate rings 323 are arranged at intervals along the first axis direction. The number of intermediate rings 323 can be adjusted to coarsely adjust the total rotation stroke of the steering wheel. That is, the number of intermediate rings 323 can be set according to the design range of the total rotation stroke of the steering wheel, which is not limited too much. The fine adjustment of the total rotation stroke of the steering wheel can be realized by adjusting the width of the boss of the intermediate ring 323.

[0133] Optionally, in an embodiment of the present disclosure, the second limiting mechanism 32 further comprises a bushing 324, the bushing 324 is sleeved on the steering shaft 11, the intermediate sleeve 323 is sleeved on the bushing 324, and a gap is left between the inner ring wall of the outer sleeve 322 and the outer peripheral wall of the steering shaft 11, and the gap is provided with the bushing 324. By providing the bushing 324, the axial distance of the outer sleeve, the inner sleeve 321 and the intermediate sleeve 323 can be limited, so as to avoid relative impact and play, and also play a role in eliminating noise.

[0134] Optionally, in an embodiment of the present disclosure, the steering column assembly further comprises a four-way adjusting mechanism 4, the four-way adjusting mechanism 4 is used for adjusting the angle of the column 1 in the height direction of the vehicle and adjusting the length of the column 1 in the front-rear direction of the vehicle. Among them, the four-way adjusting mechanism 4 can realize the up-down adjustment and front-rear adjustment of the steering wheel, and meet the needs of different drivers' body shapes. Among them, the four-way adjusting mechanism 4 can be realized by adjusting the motor 21, the screw-nut pair and other structures.

[0135] Optionally, in an embodiment of the present disclosure, the steering column assembly further comprises a first mounting bracket 5, the first mounting bracket 5 is connected with the four-way adjusting mechanism 4, and the first mounting bracket 5 is used for being connected with the instrument beam. Among them, the first mounting bracket 5 is close to the column 1, and the first mounting bracket 5 supports the position of the column 1 to ensure the installation stability of the column 1, and the first mounting bracket 5 is connected with the four-way adjusting mechanism 4, and the four-way adjusting mechanism 4 is used for adjusting the up-down position and the front-rear length of the column 1. In some examples, the first mounting bracket 5 is located above the column 1.

[0136] Optionally, in an embodiment of the present disclosure, the steering column assembly further comprises a second mounting bracket 6, the second mounting bracket 6 is connected with the feel simulator 2, and the second mounting bracket 6 is hinged with the instrument beam through a pin shaft 61. Among them, the second mounting bracket 6 is close to the feel simulator 2, and the second mounting bracket 6 supports the position of the feel simulator 2 to ensure the installation stability of the feel simulator 2, and the second mounting bracket 6 is hinged with the instrument beam through the pin shaft 61, so that the up-down position of the column 1 can be adjusted. In some examples, the second mounting bracket 6 is located above the feel simulator 2.

[0137] The second aspect of the present disclosure also provides a steering system, comprising a steering wheel and the above-mentioned steering column assembly. The column 1 is connected with the steering wheel.

[0138] The third aspect of the present disclosure also provides a vehicle, comprising the above-mentioned steering column assembly, or comprising the above-mentioned steering system.

[0139] The fourth aspect of the present disclosure also provides a steering wheel rotation angle detection method applied to the above-mentioned steering column assembly, comprising the following steps: The rotation angle of the gear 23 is detected to obtain a gear rotation angle.

[0140] According to the gear rotation angle, the rotation angle of the steering wheel is obtained.

[0141] The technical scheme has the advantages that since the gear 23 is coaxially arranged with the motor 21 and the column 1, the rotation of the steering wheel is directly transmitted to the gear 23, and the gear 23 rotates synchronously with the steering wheel, so that the rotation angle of the steering wheel can be directly obtained through detection of the rotation angle of the gear 23, thereby facilitating detection of the rotation angle of the steering wheel.

[0142] Optionally, in an embodiment of the present disclosure, the rotation angle of the gear 23 is detected to obtain a gear rotation angle, and the method comprises: If the total stroke α of the rotation angle of the steering wheel satisfies -180°≤α≤180°; the rotation angle of the first gear 231 is detected to obtain a first gear rotation angle, wherein the first gear 231 is coaxially arranged with the motor 21, and the rotation angle of the first gear 231 is consistent with the rotation angle of the steering wheel; According to the first gear rotation angle, the rotation angle of the steering wheel is obtained.

[0143] In this way, through cooperation of the first gear 231 and the angle sensor 22, the rotation angle of the steering wheel can be accurately detected.

[0144] Optionally, in an embodiment of the present disclosure, the rotation angle of the gear 23 is detected to obtain a gear rotation angle, and the method comprises: If the total stroke α of the rotation angle of the steering wheel is greater than 180° or less than -180°; the rotation angle of the first gear 231 is detected to obtain a first gear rotation angle, wherein the first gear 231 is coaxially arranged with the motor 21, and the rotation angle of the first gear 231 is consistent with the rotation angle of the steering wheel; the rotation angle of the second gear 232 is detected to obtain a second gear rotation angle; According to the first gear rotation angle and the second gear rotation angle, the rotation angle of the steering wheel is obtained.

[0145] The total rotation angle of the steering wheel can be greater than 180° or less than -180°, that is, the rotation angle of the steering wheel can be between -360° and 360°, or between -720° and 720°, and the like. In this case, the first gear 231 rotates 360° in one circle, and after more than one circle, the position of the first gear 231 cannot be determined. Therefore, through the cooperation of the second gear 232, the position of the first gear 231 after more than one circle can be determined, and the rotation angle of the steering wheel can still be inversely deduced.

[0146] Optionally, according to the first gear rotation angle and the second gear rotation angle, the rotation angle of the steering wheel is obtained according to an embodiment of the present disclosure, comprising: According to the second gear rotation angle, the number of rotations of the first gear 231 is determined to obtain the first gear rotation number; The first gear rotation angle and the first gear rotation number determine the rotation angle range of the steering wheel; The transmission ratio of the first gear 231 and the second gear 232 is greater than 3. After the first gear 231 rotates more than one circle, the second gear 232 rotates a small range. According to the rotation angle of the second gear 232, the number of rotations of the first gear 231 can be determined, and thus the rotation angle of the first gear 231 can be determined.

[0147] Optionally, according to the first gear rotation angle and the second gear rotation angle, the rotation angle of the steering wheel is obtained according to an embodiment of the present disclosure, comprising: According to the first gear rotation angle, a first gear angle value is obtained; According to the second gear rotation angle, a second gear angle value is obtained; The first gear angle value and the second gear angle value determine the rotation angle range of the steering wheel; The number of teeth of the first gear 231 and the number of teeth of the second gear 232 are both prime numbers, and the least common multiple of the number of teeth of the first gear 231 and the number of teeth of the second gear 232 is greater than the total rotation angle of the steering wheel. Within the design range of the rotation angle of the steering wheel, the first gear 231 and the second gear 232 have only a unique positional relationship at any rotation angle of the steering wheel, that is, the relative positional relationship of the first gear 231 and the second gear 232 is not repeated. Therefore, the rotation angle of the steering wheel can be determined according to the unique relative positional relationship of the first gear 231 and the second gear 232.

[0148] The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details in the above-described embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

[0149] It should also be noted that various technical features described in the above detailed description can be implemented in any suitable combination, and that the disclosure is not limited to any particular combination described.

[0150] Furthermore, various different embodiments of the disclosure can be combined in any suitable manner, and the same should be considered as being disclosed by the disclosure, as long as it does not contradict the idea of the disclosure.

Claims

1. A steering column assembly, characterized in that: include: a column connected to the steering wheel, the column being provided with a first axis; A hand feeling simulator, connected to one end of the pipe string in the direction of the first axis; The hand feel simulator includes a motor, an angle sensor, a gear, and a controller. The gear is in transmission connection with the motor. The angle sensor cooperates with the gear to detect the rotation angle of the steering wheel. The gear is arranged on the side of the motor away from the column. The motor is provided with a second axis. The gear includes a third axis. The first axis, the second axis, and the third axis coincide with each other. In the direction of the first axis, at least part of the controller is located on a side of the motor away from the pipe string. The controller is connected to the motor and is used to control the current of the motor to generate different torques.

2. The steering column assembly according to claim 1, characterized in that: The motor includes a housing and a rotating shaft. The axis of the rotating shaft is the second axis. One end of the rotating shaft extends in a direction away from the pipe column and is directly connected to the gear. The rotating shaft is used to drive the gear to rotate.

3. The steering column assembly according to claim 2, characterized in that: The total rotation angle stroke α of the steering wheel satisfies -180°≤α≤180°; Among them, the gear includes a first gear, the first gear is fixedly connected to the rotating shaft, the first gear and the angle sensor are used to detect the rotation angle of the steering wheel, the axis of the first gear is the third axis, and the third axis coincides with the second axis.

4. The steering column assembly according to claim 3, characterized in that: In the direction of the first axis, the angle sensor is located on the side of the motor facing away from the pipe column, the angle sensor is arranged opposite to the gear, the gear is closer to the motor than the angle sensor, and a magnetic part is provided on the side of the gear facing away from the motor, and the magnetic part cooperates with the angle sensor.

5. The steering column assembly according to claim 2, characterized in that: The total rotation angle of the steering wheel α is greater than 180° or less than -180°; Among them, the gear includes a first gear and a second gear, the first gear is fixedly connected to the rotating shaft, the second gear is engaged with the first gear, the first gear and the second gear are cooperated with the angle sensor to detect the rotation angle of the steering wheel, the axis of the first gear is the third axis, and the third axis is parallel to the axis of the second gear.

6. The steering column assembly according to claim 5, characterized in that: The diameter of the first gear is smaller than the diameter of the second gear; The angle sensor includes a first angle sensor and a second angle sensor, wherein the first angle sensor cooperates with the first gear to detect the rotation angle of the first gear; The second angle sensor cooperates with the second gear to detect the rotation angle of the second gear, and determines the number of rotations of the first gear through the rotation angle of the second gear, thereby determining the rotation angle travel of the steering wheel.

7. The steering column assembly according to claim 6, characterized in that: A transmission ratio between the first gear and the second gear is greater than 3.

8. The steering column assembly according to claim 5, characterized in that: The number of teeth of the first gear and the number of teeth of the second gear are both prime numbers, and the least common multiple of the number of teeth of the first gear and the number of teeth of the second gear is greater than the total travel of the rotation angle of the steering wheel; The angle sensor includes a first angle sensor and a second angle sensor, wherein the first angle sensor cooperates with the first gear to detect the rotation angle of the first gear; The second angle sensor cooperates with the second gear to detect the rotation angle of the second gear, and confirms the rotation angle travel of the steering wheel through the corresponding relationship between the rotation angles of the first gear and the second gear.

9. The steering column assembly according to claim 1, characterized in that: The angle sensor and the gear are arranged in the controller.

10. The steering column assembly according to claim 9, characterized in that: The controller includes a housing and a circuit board. An opening for accommodating the angle sensor and the gear is provided on a side of the housing facing the motor. The angle sensor and the gear are provided in the opening. The angle sensor is electrically connected to the circuit board.

11. The steering column assembly according to claim 1, characterized in that: A partial housing of the controller is located on one side of the motor along a radial direction perpendicular to the second axis.

12. The steering column assembly according to claim 1, wherein: The motor includes a housing and a rotating shaft, the column includes a steering shaft, the rotating shaft is directly connected to the steering shaft, the steering shaft is used to be connected to the steering wheel, and the torque of the motor is set to be greater than or equal to 8Nm.

13. The steering column assembly according to claim 12, wherein: An end of the steering shaft close to the rotating shaft is provided with a receiving groove, the rotating shaft extends into the receiving groove, and the steering shaft is connected to the rotating shaft via a locking member; or An accommodating groove is provided at one end of the rotating shaft close to the steering shaft, the steering shaft extends into the accommodating groove, and the steering shaft is connected to the rotating shaft via a locking piece.

14. The steering column assembly according to claim 12, wherein: Both ends of the rotating shaft rotate and extend out of the housing, one end of the rotating shaft is connected to the steering shaft, and the other end of the rotating shaft is connected to the gear.

15. The steering column assembly according to claim 12, wherein: The housing is provided with a first connecting portion, and the pipe column is provided with a second connecting portion. The first connecting portion and the second connecting portion are attached to each other and connected by a fastener.

16. The steering column assembly according to claim 1, wherein: The steering column assembly further includes a limiting mechanism, which is used to limit the total rotation stroke of the steering wheel; Wherein, the limiting mechanism includes a first limiting mechanism or a second limiting mechanism, the first limiting mechanism is connected to the hand feel simulator, and the second limiting mechanism is connected to the pipe column.

17. The steering column assembly according to claim 16, characterized in that: The first limiting mechanism includes a fixed ring, an intermediate ring and a movable ring. The motor includes a housing and a rotating shaft. The movable ring is sleeved on the rotating shaft and rotates with the rotating shaft. The fixed ring is connected to the housing. The intermediate ring is located between the movable ring and the fixed ring. The intermediate ring is sleeved on the rotating shaft. The fixed ring, the intermediate ring and the movable ring cooperate to limit the total rotation stroke of the steering wheel.

18. The steering column assembly according to claim 16, wherein: The pipe column includes an outer sleeve and a steering shaft. The steering shaft is rotatably connected to the outer sleeve. The steering shaft and the outer sleeve are coaxially arranged. The second limiting mechanism is arranged between the outer sleeve and the steering shaft.

19. The steering column assembly according to claim 18, wherein: The second limiting mechanism includes an inner ring sleeve and an outer ring sleeve. The inner ring sleeve is arranged on the steering shaft and rotates synchronously with the steering shaft. The outer ring sleeve is fixedly connected to the inner wall of the outer sleeve. The outer ring sleeve is coaxially arranged with the outer sleeve. The inner ring sleeve and the outer ring sleeve cooperate to limit the total rotation stroke of the steering wheel.

20. The steering column assembly according to claim 19, wherein: The second limiting mechanism also includes an intermediate ring, which is rotatably mounted on the steering shaft and arranged between the inner ring and the outer ring. The intermediate ring cooperates with the inner ring and the outer ring to limit the total rotation stroke of the steering wheel.

21. The steering column assembly according to claim 20, wherein: There are multiple intermediate rings, and the multiple intermediate rings are arranged at intervals along the first axis direction.

22. The steering column assembly according to claim 20, wherein: The second limiting mechanism also includes a bushing, which is sleeved on the steering shaft, and the intermediate ring is sleeved on the bushing. A gap is left between the inner ring wall of the outer ring and the outer peripheral wall of the steering shaft, and the bushing is provided in the gap.

23. The steering column assembly according to any one of claims 1 to 22, characterized in that: The steering column assembly further includes a four-way adjustment mechanism, which is used to adjust the angle of the column in the height direction of the vehicle and to adjust the length of the column in the front-rear direction of the vehicle.

24. The steering column assembly according to claim 23, wherein: The steering column assembly further includes a first mounting bracket, which is connected to the four-way adjustment mechanism and is used to be connected to an instrument cross beam.

25. The steering column assembly according to claim 23, wherein: The steering column assembly further includes a second mounting bracket, which is connected to the hand feel simulator and is hinged to the instrument crossbeam via a pin.

26. A steering system, characterized in that: The invention comprises a steering wheel and a steering column assembly according to any one of claims 1 to 25.

27. A vehicle, characterized in that: Includes the steering column assembly according to any one of claims 1 to 25, or includes the steering system according to claim 26.

28. A method for detecting a steering wheel rotation angle applied to a steering column assembly according to any one of claims 1 to 25, characterized in that: The following steps are involved: Detecting the rotation angle of the gear to obtain the gear rotation angle; The steering wheel rotation angle is obtained according to the gear rotation angle.

29. The method for detecting a steering wheel rotation angle according to claim 28, wherein: The detecting the rotation angle of the gear to obtain the gear rotation angle includes: If the total rotation angle of the steering wheel α satisfies -180°≤α≤180°; detecting a rotation angle of the first gear to obtain the first gear rotation angle, wherein the first gear is coaxially arranged with the motor, and the rotation angle of the first gear is consistent with the rotation angle of the steering wheel; The rotation angle of the steering wheel is directly obtained according to the rotation angle of the first gear.

30. The method for detecting a steering wheel rotation angle according to claim 28, wherein: The detecting the rotation angle of the gear to obtain the gear rotation angle includes: If the total rotation angle of the steering wheel α is greater than 180° or less than -180°; detecting a rotation angle of the first gear to obtain the first gear rotation angle, wherein the first gear is coaxially arranged with the motor, and the rotation angle of the first gear is consistent with the rotation angle of the steering wheel; The rotation angle of the second gear is detected to obtain the second gear rotation angle; and the rotation angle of the steering wheel is obtained according to the first gear rotation angle and the second gear rotation angle.

31. The method for detecting a steering wheel rotation angle according to claim 30, wherein: The obtaining of the steering wheel rotation angle according to the first gear rotation angle and the second gear rotation angle includes: Determine the number of rotations of the first gear according to the rotation angle of the second gear to obtain the number of rotations of the first gear; The first gear rotation angle and the number of revolutions of the first gear are used to determine the rotation angle travel of the steering wheel; Wherein, the transmission ratio between the first gear and the second gear is greater than 3.

32. The method for detecting a steering wheel rotation angle according to claim 30, wherein: The obtaining of the steering wheel rotation angle according to the first gear rotation angle and the second gear rotation angle includes: Obtaining a first gear angle value according to the first gear rotation angle; Obtaining a second gear angle value according to the second gear rotation angle; Determining the rotation angle travel of the steering wheel based on the first gear angle value and the second gear angle value; The number of teeth of the first gear and the number of teeth of the second gear are both prime numbers, and the least common multiple of the number of teeth of the first gear and the number of teeth of the second gear is greater than the total stroke of the rotation angle of the steering wheel.

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