Dual-redundancy angle limiting and dynamic adjusting device for steer-by-wire road feeling simulator

Abstract

The invention discloses a dual-redundancy angle limiting and dynamic adjusting device for a steer-by-wire road feeling simulator. The dual-redundancy angle limiting and dynamic adjusting device comprises a steering shaft, a speed reducer, a first motor and a first mounting seat, the transmission limiting assembly comprises a first limiting piece arranged on the outer side of the lower end of the steering shaft in a sleeving mode, and a transmission mechanism is arranged between the first limiting piece and the steering shaft; the first angle limiting mechanism is arranged between the first mounting seat and the first limiting piece; the second angle limiting mechanisms are arranged on the upper and lower sides of the first limiting piece; the second angle limiting mechanism comprises adjusting rings which are arranged on the upper side and the lower side of the first limiting piece correspondingly and arranged on the rotating shaft in a sleeving mode, and a distance adjusting mechanism is arranged between the adjusting rings. According to the invention, the problems that the precision is influenced by wear and the control couple has deviation can be solved, redundancy is reserved for steering shaft angle limiting through double-limiting control, the limiting angle can be dynamically adjusted, and the road feeling simulation precision and the use safety are guaranteed.

Description

Technical Field

[0001] This invention relates to an adjustment device, specifically a dual-redundant angle limiting and dynamic adjustment device for a steer-by-wire road feel simulator, belonging to the field of steer-by-wire technology. Background Technology

[0002] With the rapid development of new energy vehicles and intelligent connected vehicles, steer-by-wire systems have become a mainstream technology due to their elimination of the traditional mechanical steering column, optimized chassis layout, and compatibility with advanced intelligent driving. As a core component of the steer-by-wire system, the road feel simulator needs to transmit precise road feedback through the steering shaft. The angle limits and dynamic adjustments of the steering shaft are crucial to ensuring the accuracy of the road feel simulation and adapting to different driving scenarios (such as low-speed parking and high-speed driving). The steering shaft must rotate within a safe angle range to avoid excessive rotation that could damage components. For example, Chinese invention patent CN120621485A discloses a steer-by-wire system and its road feel simulator, including an endpoint limiting device and control method for the system and a vehicle. Specifically, it discloses a hollow frame with a first through hole and a second through hole on its top and bottom surfaces, respectively; a limiting nut housed within the frame with its threaded hole opposite to the first and second through holes, and a vertical limiting groove penetrating its top and bottom surfaces on its outer circumference; a limiting post located within the limiting groove, with both ends fixed to the frame, and the limiting nut slidably connected to the limiting post; two limiting blocks symmetrically arranged on both sides of the limiting nut, with the side of each limiting block near the nut forming a concave isosceles trapezoidal shape, and the opposite ends of the limiting nut located between the upper and lower inclined surfaces of the two limiting blocks, with the limiting blocks slidably connected to the frame; and a drive assembly for driving the limiting blocks. This scheme uses the opposite ends of the limiting nut to abut against the upper or lower inclined surfaces of the two limiting blocks, and the friction between them restricts the movement of the limiting nut. After long-term operation, the contact surfaces will inevitably experience a certain degree of wear, which may affect the limiting accuracy. In addition, the two limiting blocks are controlled by different motors, and there is a possibility of control deviation during actual collaborative operation. Summary of the Invention

[0003] The purpose of this invention is to provide a dual-redundant angle limiting and dynamic adjustment device for a steer-by-wire road feel simulator. This invention solves the problems of accuracy being affected by wear and occasional control deviations. Furthermore, by using dual-limit control to provide redundancy for the steering shaft angle limit and dynamically adjusting the limiting angle, it ensures both the accuracy of the road feel simulation and the safety of use.

[0004] The technical solution of the present invention: A dual-redundant angle limiting and dynamic adjustment device for a steer-by-wire road feel simulator, comprising a steering shaft and a reducer; the lower end of the steering shaft is connected to the output end of the reducer and extends out of the reducer; the input end of the reducer is connected to a first motor; a first mounting base is provided below the reducer; the device further includes: The transmission limiting assembly includes a first limiting member sleeved on the outer side of the lower end of the steering shaft, and a transmission mechanism is provided between the first limiting member and the steering shaft to allow the first limiting member to move axially as the steering shaft rotates. A first angle limiting mechanism is disposed between the first mounting base and the first limiting member; the first angle limiting mechanism is used to limit the distance that the first limiting member can move. The second angle limiting mechanism is disposed on the upper and lower sides of the first limiting member; the second angle limiting mechanism includes adjusting rings respectively disposed on the upper and lower sides of the first limiting member and sleeved on the rotating shaft, and a spacing adjustment mechanism is provided between the adjusting rings; the second angle limiting mechanism is used to dynamically adjust the movable distance of the first limiting member, thereby forming a double redundant limiting mechanism with the first angle limiting mechanism.

[0005] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device. The transmission mechanism includes a first ball track disposed at the lower end of the steering shaft and a second ball track disposed inside the first limiting member; balls are provided between the second ball track and the first ball track.

[0006] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device. The first angle limiting mechanism includes a rotating groove disposed on a first mounting base. A second limiting member is rotatably connected in the rotating groove. The side of the second limiting member is provided with a second meshing tooth. The side of the first limiting member is provided with a first meshing tooth, which meshes with the second meshing tooth. The upper and lower ends of the rotating groove are respectively provided with ramps, which abut or separate from the second meshing tooth.

[0007] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device. The spacing adjustment mechanism includes a second mounting base located below the reducer and a connecting plate located on the side of the adjusting ring. The connecting plate has threaded holes, and an adjusting rod is located between the two threaded holes. The upper and lower ends of the adjusting rod are respectively provided with a first thread and a second thread. The first thread and the second thread have opposite directions of rotation and are screwed into the corresponding threaded holes. A second motor is located below the second mounting base, and the output end of the second motor is fixedly connected to the adjusting rod.

[0008] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device. The second mounting base is equipped with a guide rod, which is slidably connected to two connecting plates.

[0009] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device, wherein the inner diameter of the adjustment ring is larger than the outer diameter of the steering shaft located in the first ball bearing track.

[0010] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device. The second meshing teeth on the second limiting member are more numerous than the first meshing teeth on the first limiting member, and the distribution range of the second meshing teeth completely covers and exceeds the movement range of the first meshing teeth in the axial direction.

[0011] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limit and dynamic adjustment device. A protective cylinder is provided above the reducer, and the protective cylinder is sleeved on the outside of the steering shaft. A mounting frame is provided on the outside of the protective cylinder, and waist-shaped grooves are symmetrically arranged on the mounting frame.

[0012] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limit and dynamic adjustment device, and the lower end of the steering shaft is threadedly connected to a nut.

[0013] The aforementioned steer-by-wire road feel simulator uses a dual-redundant angle limiting and dynamic adjustment device. When the adjusting rings are respectively located at extreme positions far away from the first limiting member, the adjusting rings limit the movement distance of the first limiting member to a greater extent than the second limiting member limits the movement distance of the first limiting member.

[0014] Compared with the prior art, the present invention has the following beneficial effects: 1. In this invention, the upper end of the steering shaft is connected to the steering wheel. When it rotates, the transmission mechanism causes the first limiting member to move up and down on the outside of the steering shaft. The first angle limiting mechanism and the second angle limiting mechanism control the distance that the first limiting member can move. When no dynamic adjustment is needed, the spacing adjustment mechanism keeps the adjusting ring away from the first limiting member. At this time, the first angle limiting mechanism restricts the movement of the first limiting member by a fixed distance, thereby limiting the steering of the steering shaft and adapting to the limiting requirements of conventional driving scenarios. When the maximum rotation angle of the steering shaft needs to be dynamically adjusted, the spacing adjustment mechanism drives the adjusting ring to move inward and maintain its position. At this time, the up and down movement of the first limiting member will abut against the adjusting ring, forming a dynamic limit. This dual limit control provides redundancy for the steering shaft angle limit, improving safety, and also allows for flexible adjustment of the maximum limiting angle, adapting to the road feel simulation requirements of different driving scenarios.

[0015] 2. In this invention, when the steering shaft rotates, it drives the first ball track of the transmission mechanism to rotate synchronously, and the balls roll between the first ball track and the second ball track, so that the first limiting member can move smoothly up and down by relying on the ball cooperation.

[0016] 3. In the first angle limiting mechanism of the present invention, the first meshing tooth on the side of the first limiting member extends into the rotating groove of the first mounting base, and forms a meshing engagement with the second meshing tooth of the second limiting member in the rotating groove. The rotation of the first limiting member is limited by the contact between the side wall of the rotating groove and the side of the first meshing tooth. The first limiting member moves axially along the rotation trend of the steering shaft, and the meshing first and second meshing teeth drive the second limiting member to rotate synchronously within the rotating groove. When the second limiting member rotates to the point where the second meshing tooth at its end abuts against the slope portion at the upper and lower ends of the rotating groove, the slope portion prevents the second limiting member from continuing to rotate, thereby limiting the axial movement distance of the first limiting member through the meshing relationship.

[0017] 4. In the spacing adjustment mechanism of the present invention, the second motor can stably drive the adjusting rod to rotate. The first and second threads with opposite directions at the upper and lower ends of the adjusting rod can synchronously drive the upper and lower connecting plates and the connected adjusting rings to move in opposite directions when rotating, adjusting the spacing of the adjusting rings to adapt to the different angle limit requirements of the steering shaft. At the same time, the guide rod in the second mounting base slides with the connecting plate, which can form a rigid constraint on the movement trajectory of the adjusting ring, ensuring that the adjusting ring moves stably up and down only along the direction of the guide rod without rotational deviation, avoiding limit failure or accuracy reduction due to adjustment ring misalignment, ensuring the reliability of steering shaft angle limit, and adapting to the usage requirements of the road feel simulator of the steer-by-wire system. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a structural diagram of the limiting component; Figure 3 This is a schematic diagram of the spacing adjustment mechanism; Figure 4 This is a structural diagram of a roller track; Figure 5 This is a partial exploded view of the present invention.

[0019] The labels in the attached diagram are as follows: 1-steering shaft, 2-reducer, 3-first motor, 4-first ball track, 5-first limiting member, 6-second ball track, 7-ball, 8-adjusting ring, 9-pitch adjustment mechanism, 10-first mounting base, 11-rotating groove, 12-second limiting member, 13-second meshing tooth, 14-first meshing tooth, 15-slope, 16-protective cylinder, 17-mounting frame, 18-waisted groove, 19-nut, 20-transmission mechanism, 21-first angle limiting mechanism, 22-second angle limiting mechanism, 90-second mounting base, 91-connecting plate, 92-threaded hole, 93-adjusting rod, 94-first thread, 95-second thread, 96-second motor, 97-guide rod. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments, but this should not be construed as limiting the present invention.

[0021] Example: A dual-redundant angle limiting and dynamic adjustment device for a steer-by-wire road feel simulator, configured as follows: Figure 1-5 As shown, the device includes a steering shaft 1 and a reducer 2. The steering shaft 1 is made of E235 precision-rolled welded pipe and is used to connect the steering wheel and the reducer 2, accurately transmitting the driver's steering actions and road feel feedback force. The reducer 2 is mainly used to reduce the speed of the first motor 3 and increase the output torque, adapting the motor power to the rotation requirements of the steering shaft 1. The lower end of the steering shaft 1 is connected to the output end of the reducer 2 and passes through the reducer 2. The input end of the reducer 2 is equipped with a first motor 3, which is a permanent magnet synchronous motor, used to provide auxiliary steering power to the steering shaft 1, and to simulate steering resistance and self-centering force with the road feel simulator. A first mounting base 10 is provided below the reducer 2. The device also includes: The transmission limiting assembly includes a first limiting member 5 sleeved on the outer side of the lower end of the steering shaft 1. A transmission mechanism 20 is provided between the first limiting member 5 and the steering shaft 1 to allow the first limiting member 5 to move axially along the steering shaft 1 as it rotates. The first limiting member 5 is used to move with the rotation of the steering shaft 1. Figure 4 As shown, the transmission mechanism 20 includes a first ball track 4 disposed at the lower end of the steering shaft 1 and a second ball track 6 disposed inside the first limiting member 5. The first ball track 4 is an integrally formed structure of the steering shaft 1, used to provide a rolling trajectory for the balls 7, realizing the relative movement between the first limiting member 5 and the steering shaft 1. The second ball track 6 is used to cooperate with the first ball track 4 to form a ball receiving space, limiting the rolling range of the balls 7. Balls 7 are provided between the second ball track 6 and the first ball track 4. The balls 7 are made of GCr15 bearing steel, used to convert the sliding friction between the first limiting member 5 and the steering shaft 1 into rolling friction, reducing component wear and improving the smoothness of the movement of the first limiting member 5. When the steering shaft 1 rotates, it drives the first ball track 4 of the transmission mechanism 20 to rotate synchronously, and the balls 7 roll between the first ball track 4 and the second ball track 6, so that the first limiting member 5 can move up and down smoothly with the help of the balls 7.

[0022] A first angle limiting mechanism 21 is disposed between the first mounting base 10 and the first limiting member 5; the first angle limiting mechanism 21 is used to limit the distance that the first limiting member 5 can move; such as Figure 2 and Figure 5As shown, the first angle limiting mechanism 21 includes a rotating groove 11 disposed on the first mounting base 10. A second limiting member 12 is rotatably connected within the rotating groove 11. The side of the second limiting member 12 is provided with a second meshing tooth 13. The side of the first limiting member 5 is provided with a first meshing tooth 14, which meshes with the second meshing tooth 13. The first meshing tooth 14 extends into the rotating groove 11, restricting the rotation of the first limiting member 5 and transmitting the moving power, ensuring that the first limiting member 5 only moves up and down along the axial direction. The upper and lower ends of the rotating groove 11 are respectively provided with ramps. The ramp portion 15 abuts against or separates from the second meshing tooth 13. The ramp portion 15 is an integrally formed structure of the first mounting base 10, used to restrict its rotation by abutting against the second meshing tooth 13, thereby terminating the movement of the second limiting member 12 to achieve angle limiting. The number of second meshing teeth 13 on the second limiting member 12 is greater than the number of first meshing teeth 14 on the first limiting member 5, and the tooth distribution range of the second meshing teeth 13 completely covers and exceeds the movement range of the first meshing teeth 14 in the axial direction, thereby ensuring that the second meshing teeth 13 can abut against the ramp portion 15. The first limiting member 5 moves axially along the rotation trend of the steering shaft 1. The first meshing tooth 14 and the second meshing tooth 13 drive the second limiting member 12 to rotate synchronously in the rotation groove 11. When the second limiting member 12 rotates to the point where the second meshing tooth 13 at its end abuts against the ramp portion 15 at the upper and lower ends of the rotation groove 11, the ramp portion 15 prevents the second limiting member 12 from continuing to rotate, thereby limiting the axial movement distance of the first limiting member 5 through the meshing relationship.

[0023] The second angle limiting mechanism 22 is disposed on the upper and lower sides of the first limiting member 5; for example Figure 3As shown, the second angle limiting mechanism 22 includes adjusting rings 8 respectively disposed on the upper and lower sides of the first limiting member 5 and sleeved on the rotating shaft 1; the inner diameter of the adjusting rings 8 is larger than the outer diameter of the steering shaft 1 located on the first ball track 4, to prevent the adjusting rings 8 from colliding with the steering shaft 1 during movement, and the reserved gap ensures that the adjusting rings 8 only move along the axial direction of the steering shaft 1 and do not mechanically interfere with the rotating steering shaft 1; a spacing adjustment mechanism 9 is provided between the adjusting rings 8; the second angle limiting mechanism 22 is used to dynamically adjust the movable distance of the first limiting member 5, thereby forming a double redundant limiting with the first angle limiting mechanism 21. The spacing adjustment mechanism 9 includes a second mounting base 90 located below the reducer 2 and a connecting plate 91 located on the side of the adjusting ring 8. The second mounting base 90 is made of 6061 aluminum alloy and is used to provide mounting support for the spacing adjustment components, ensuring the stability of the position of the adjusting rod 93 and the guide rod 97. The connecting plate 91 is integrally formed with the adjusting ring 8 and transmits the rotational power of the adjusting rod 93 to the adjusting ring 8. The connecting plate 91 is provided with threaded holes 92, and an adjusting rod 93 is provided between the two threaded holes 92. The adjusting rod 93 is made of 45# steel, and the upper and lower ends of the adjusting rod 93 are respectively provided with a first thread 94 and a second thread 95. The first thread 94 and the second thread 95 rotate in opposite directions and engage with the corresponding threaded holes 92, which are used to drive the connecting plate 91 to move in opposite directions by rotation, thereby adjusting the spacing of the adjusting ring 8. A second motor 96 is provided below the second mounting base 90. The second motor 96 is a permanent magnet synchronous motor, and its output end is fixedly connected to the adjusting rod 93, which is used to provide rotational power to the adjusting rod 93 and drive the adjusting ring 8 to adjust its position. The second mounting base 90 is equipped with a guide rod 97, which is made of 304 stainless steel. The guide rod 97 is slidably connected to two connecting plates 91 to limit the movement direction of the connecting plates 91, ensuring that the adjusting ring 8 moves stably up and down only along the direction of the guide rod 97 without rotational deviation. When the adjusting ring 8 is located at an extreme position far away from the first limiting member 5, the adjusting ring 8 limits the movement distance of the first limiting member 5 to a greater distance than the second limiting member 12 limits the movement distance of the first limiting member 5. This achieves the following: when no dynamic adjustment is needed, the movement of the first limiting member 5 is limited by the second limiting member 12; when dynamic adjustment is needed, the movement of the first limiting member 5 is limited by the adjusting ring 8. The limiting range of the adjusting ring 8 at the extreme position covers the limiting range of the second limiting member 12, forming a double redundancy protection. Even if the second limiting member 12 fails, the adjusting ring 8 can still ensure that the steering shaft 1 does not rotate beyond its travel range, improving the safety of use.

[0024] like Figure 1As shown, a protective sleeve 16 is provided above the reducer 2. The protective sleeve 16 is made of STKM12B carbon steel pipe, conforming to the Japanese JIS G3445 standard, which corresponds to Q215-A / B in China. The protective sleeve 16 is fitted over the outside of the steering shaft 1 to prevent dust, water, and external interference, and to protect the connection between the steering shaft 1 and the reducer 2. A mounting frame 17 is provided on the outside of the protective sleeve 16. The mounting frame 17 is made of cold-rolled steel plate and is used to fix the device to the vehicle, adapting to the need for fine-tuning the installation position. The mounting frame 17 is symmetrically provided with waist-shaped grooves 18. When the bolt passes through the waist-shaped grooves 18 and connects to the base, the installation position of the device can be adjusted along the length of the waist-shaped grooves 18. A nut 19 is threadedly connected to the lower end of the steering shaft 1. The nut 19 is made of 304 stainless steel and is used to axially limit the adjusting ring 8, the first limiting member 5, and other components at the lower end of the steering shaft 1, preventing the components from falling off the lower end of the steering shaft 1. Working principle: The upper end of the steering shaft 1 is connected to the steering wheel. When the driver turns the steering wheel, the steering shaft 1 rotates synchronously and drives the first ball track 4 to rotate. At this time, the balls 7 between the first ball track 4 and the second ball track 6 inside the first limiting member 5 roll along the track, allowing the first limiting member 5 to move smoothly axially with the support of the rolling balls. At the same time, the first meshing tooth 14 on the side of the first limiting member 5 extends into the rotating groove 11 of the first mounting seat 10 and forms a meshing engagement with the second meshing tooth 13 of the second limiting member 12 in the rotating groove 11. When no dynamic adjustment is required, the second motor 96 does not start, and the adjusting rod 93 remains fixed. Because the first thread 94 and the second thread 95 at the upper and lower ends of the adjusting rod 93 rotate in opposite directions, the upper and lower connecting plates 91 and the connected adjusting ring 8 are kept in extreme positions away from the first limiting member 5. At this time, the first limiting member 5 moves axially along the rotation trend of the steering shaft 1, and the first meshing tooth 14 and the second meshing tooth 13 drive the second limiting member 12 to rotate synchronously in the rotation groove 11. When the second limiting member 12 rotates to the point where the second meshing tooth 13 at its end abuts against the ramp portion 15 at the upper and lower ends of the rotation groove 11, the ramp portion 15 prevents the second limiting member 12 from continuing to rotate, thereby limiting the axial movement distance of the first limiting member 5 through the meshing relationship. After the movement of the first limiting member 5 is restricted, the rotation angle of the steering shaft 1 is also restricted, forming an angle limit. When dynamic adjustment is required, the second motor 96 starts and drives the adjusting rod 93 to rotate. Because the first thread 94 and the second thread 95 at the upper and lower ends of the adjusting rod 93 rotate in opposite directions, the upper and lower connecting plates 91 move synchronously towards each other along the guide rod 97 in the second mounting base 90. This causes the adjusting ring 8, which is fixed to the connecting plate 91, to move inward toward the first limiting member 5 until the adjusting ring 8 moves to a position that matches the current required steering angle. Then, the second motor 96 stops and keeps the adjusting rod 93 in a fixed position. At this time, when the first limiting member 5 moves with the rotation trend of the steering shaft 1, it will abut against the upper and lower adjusting rings 8 in advance. This abutment directly limits the axial movement distance of the first limiting member 5, thereby limiting the rotation angle of the steering shaft 1, forming an angle limit.

Claims

1. A dual-redundant angle limiting and dynamic adjustment device for a steer-by-wire road feel simulator, comprising a steering shaft (1) and a reducer (2); the lower end of the steering shaft (1) is connected to the output end of the reducer (2) and extends out from the reducer (2); the input end of the reducer (2) is connected to a first motor (3); a first mounting base (10) is provided below the reducer (2); characterized in that: The device also includes: The transmission limiting assembly includes a first limiting member (5) sleeved on the outer side of the lower end of the steering shaft (1), and a transmission mechanism (20) is provided between the first limiting member (5) and the steering shaft (1) for making the first limiting member (5) move along its axial direction as the steering shaft (1) rotates; A first angle limiting mechanism (21) is disposed between the first mounting base (10) and the first limiting member (5); the first angle limiting mechanism (21) is used to limit the distance that the first limiting member (5) can move; The second angle limiting mechanism (22) is disposed on the upper and lower sides of the first limiting member (5); the second angle limiting mechanism (22) includes adjusting rings (8) respectively disposed on the upper and lower sides of the first limiting member (5) and sleeved on the rotating shaft (1), and a spacing adjustment mechanism (9) is provided between the adjusting rings (8); the second angle limiting mechanism (22) is used to dynamically adjust the movable distance of the first limiting member (5), thereby forming a double redundant limiting with the first angle limiting mechanism (21).

2. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: The transmission mechanism (20) includes a first ball track (4) disposed at the lower end of the steering shaft (1) and a second ball track (6) disposed inside the first limiting member (5); a ball (7) is provided between the second ball track (6) and the first ball track (4).

3. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: The first angle limiting mechanism (21) includes a rotating groove (11) provided on the first mounting base (10), a second limiting member (12) is rotatably connected in the rotating groove (11), and a second meshing tooth (13) is provided on the side of the second limiting member (12); a first meshing tooth (14) is provided on the side of the first limiting member (5), and the first meshing tooth (14) meshes with the second meshing tooth (13); the upper and lower ends of the rotating groove (11) are respectively provided with ramps (15), and the ramps (15) abut or separate from the second meshing tooth (13).

4. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: The spacing adjustment mechanism (9) includes a second mounting base (90) located below the reducer (2) and a connecting plate (91) located on the side of the adjusting ring (8); the connecting plate (91) is provided with threaded holes (92), and an adjusting rod (93) is provided between the two threaded holes (92). The upper and lower ends of the adjusting rod (93) are respectively provided with a first thread (94) and a second thread (95). The first thread (94) and the second thread (95) rotate in opposite directions and engage with the corresponding threaded holes (92); a second motor (96) is provided below the second mounting base (90), and the output end of the second motor (96) is fixedly connected to the adjusting rod (93).

5. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 4, characterized in that: The second mounting base (90) is provided with a guide rod (97), which is slidably connected to two connecting plates (91).

6. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: The inner diameter of the adjusting ring (8) is greater than the outer diameter of the steering shaft (1) located on the first ball track (4).

7. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 3, characterized in that: The second engagement teeth (13) on the second limiting member (12) are more numerous than the first engagement teeth (14) on the first limiting member (5), and the distribution range of the second engagement teeth (13) completely covers and extends beyond the movement range of the first engagement teeth (14) in the axial direction.

8. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: The reducer (2) is provided with a protective cylinder (16) above it, and the protective cylinder (16) is sleeved on the outside of the steering shaft (1); the protective cylinder (16) is provided with a mounting frame (17) on the outside, and the mounting frame (17) is symmetrically provided with waist-shaped grooves (18).

9. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: The lower end of the steering shaft (1) is threadedly connected to a nut (19).

10. The dual-redundant angle limiting and dynamic adjustment device for the steer-by-wire road feel simulator according to claim 1, characterized in that: When the adjusting ring (8) is located at an extreme position far away from the first limiting member (5), the adjusting ring (8) restricts the movement distance of the first limiting member (5) to be greater than the movement distance of the first limiting member (5) restricted by the second limiting member (12).

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