Friction torque compensation device, steering hand feeling simulator, steering system and vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a friction torque compensation device, a steering hand feeling simulator, a steering system and a vehicle. According to the friction torque compensation device, acting force in the first direction is applied to a compensation part through a force application assembly, and the inner circumferential surface of an insertion hole and the outer circumferential surface of an insertion part both comprise conical surfaces; the force application assembly enables the inner circumferential surface of the insertion hole and the outer circumferential surface of the insertion part to be always kept in abutting fit, so that stable friction torque is provided to reduce the friction torque reduction amount caused by a gap generated by abrasion; and the inner circumferential surface of the insertion hole and the outer circumferential surface of the insertion part are kept in abutting fit, so that noise increase caused by gap increase between the insertion hole and the insertion part due to abrasion can be avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a friction torque compensation device, a steering feel simulator, a steering system and a vehicle. BACKGROUND

[0002] The steering system is a device for controlling the driving direction or reversing direction of a vehicle according to the will of a driver or the control instruction of an automatic driving system. The traditional mechanical steering system is controlled by the driver operating the steering wheel, and the steering power is transmitted to the wheels through the steering gear and a series of levers to realize the steering of the vehicle.

[0003] In order to realize more flexible control of the steering of the vehicle, the existing technology proposes a steer-by-wire system, which cancels the mechanical connection between the steering wheel and the wheels to realize fully electrically controlled steering. However, this will cause the driver to lose the road feel because he cannot feel the steering resistance and bumps from the road. Therefore, a force feedback needs to be applied to the steering wheel by the steering feel simulator to feedback the road condition information.

[0004] The steering feel simulator includes a feel simulation motor and a speed reduction mechanism. The steering feel simulation motor works to generate a steering torque, and the steering torque is transmitted to the steering wheel after being reduced and increased in torque by the speed reduction mechanism, so that the driver can feel the steering resistance when operating the steering wheel.

[0005] The load torque provided by the steering feel simulator for the steering wheel includes two parts. One part is the torque after the steering torque generated by the feel simulation motor is reduced and increased in torque by the speed reduction mechanism, and the other part is the friction torque between the parts of the steering feel simulator. After long-term use of the steering feel simulator, wear occurs between the parts of the steering feel simulator, which causes the gap between the transmission parts of the steering feel simulator to increase, thereby causing the following problems:

[0006] (1) The increase of the gap between the transmission parts of the steering feel simulator causes the friction torque between the parts to decrease, which reduces the load torque provided by the steering feel simulator for the steering wheel, thereby affecting the feel of the driver;

[0007] (2) The increase of the gap between the transmission parts of the steering feel simulator also causes the degree of shaking during power transmission between the transmission parts to increase, thereby increasing the noise. SUMMARY

[0008] The present application aims to provide a friction torque compensation device, a steering feel simulator, a steering system and a vehicle, which can provide stable friction torque for the steering feel simulator and reduce the noise of the steering feel simulator.

[0009] To achieve this purpose, in a first aspect, the present application provides a friction torque compensation device, comprising:

[0010] a first structure and a second structure;

[0011] a compensation member movably connected to the first structure along a first direction and being restricted from rotating relative to the first structure, the second structure and the compensation member being capable of relative rotation; one of the compensation member and the second structure is provided with a spigot hole, and the other is provided with a spigot portion to be spigoted into the spigot hole along a second direction, the inner peripheral surface of the spigot hole and the outer peripheral surface of the spigot portion each comprise a conical surface, and the diameter of the conical surface gradually decreases along the second direction, the first direction being the same as or opposite to the second direction;

[0012] a force applying assembly for applying an acting force along the first direction to the compensation member, so that the conical surface of the inner peripheral surface of the spigot hole and the conical surface of the outer peripheral surface of the spigot portion are kept in abutting engagement.

[0013] As an implementable technical solution of the above-mentioned friction torque compensation device, the force applying assembly comprises an elastic member;

[0014] the elastic member is arranged between the first structure and the compensation member along the first direction;

[0015] or, the elastic member is arranged between the second structure and the compensation member along the first direction.

[0016] As an implementable technical solution of the above-mentioned friction torque compensation device, one of the compensation member and the first structure is provided with a mounting limiting surface, and the other is capable of abutting against the mounting limiting surface along the first direction or the reverse direction of the first direction, so that the acting force of the elastic member applied to the compensation member along the first direction reaches the maximum.

[0017] As an implementable technical solution of the above-mentioned friction torque compensation device, a pressure chamber is formed between the compensation member and the first structure, and the force applying assembly comprises:

[0018] a medium filling unit, an outlet of the medium filling unit being communicated with the pressure chamber, the medium filling unit being capable of filling pressure medium into the pressure chamber and supplementing pressure medium into the pressure chamber when the pressure in the pressure chamber decreases.

[0019] As an implementable technical solution of the above-mentioned friction torque compensation device, the medium filling unit comprises:

[0020] a one-way valve, an inlet of the one-way valve being used for connecting a medium source power;

[0021] An accumulator, wherein the outlet of the one-way valve is connected to the pressure chamber, and the pressure chamber is connected to the accumulator.

[0022] As one feasible technical solution for the aforementioned friction torque compensation device, the material wear rate of the compensation component is less than the material wear rate of the first structural component;

[0023] Alternatively, the compensation member includes a plug-in body and a first wear-resistant surface disposed on the surface of the plug-in body. The first wear-resistant surface covers at least a portion of the surface of the plug-in body to form the conical surface disposed on the compensation member. The material wear rate of the first wear-resistant surface is less than the material wear rate of the plug-in body.

[0024] As one feasible technical solution of the above-mentioned friction torque compensation device, the second structural member includes a plug-in body and a second wear-resistant surface disposed on the surface of the plug-in body. The second wear-resistant surface covers at least a portion of the surface of the plug-in body to form the conical surface disposed on the second structural member. The material wear rate of the second wear-resistant surface is less than the material wear rate of the plug-in body.

[0025] As one feasible technical solution for the aforementioned friction torque compensation device, the insertion hole is a blind hole;

[0026] The first wear-resistant surface also covers the bottom wall of the blind hole;

[0027] And / or, the second wear-resistant surface also covers the surface of the plug body facing the bottom wall of the blind hole.

[0028] As one feasible technical solution of the above-mentioned friction torque compensation device, one of the first structural member and the compensation member is provided with an anti-rotation groove, and the other is provided with an anti-rotation protrusion. The anti-rotation protrusion slides in cooperation with the anti-rotation groove along the first direction.

[0029] As one feasible technical solution for the aforementioned friction torque compensation device, the first structural component and the second structural component are two transmission shafts that can rotate relative to each other, and the two transmission shafts are coaxially arranged.

[0030] Secondly, the steering feel simulator provided by the present invention includes a steering shaft, a feel simulation motor, and a friction torque compensation device as described in any of the above-described embodiments.

[0031] The output shaft of the tactile simulation motor is connected to the steering shaft via a reduction mechanism, and one end of the steering shaft is used to connect to the steering wheel;

[0032] The friction torque compensation device is disposed between the output shaft of the tactile simulation motor and the steering shaft.

[0033] As one feasible technical solution for the aforementioned steering feel simulator, the second structural component and the first structural component are respectively two drive shafts that can rotate relative to each other in the reduction mechanism, or one of them is the drive shaft of the reduction mechanism and the other is the reduction housing of the reduction mechanism, or one of them is the drive shaft of the reduction mechanism and the other is the output shaft of the feel simulation motor, or one of them is the output shaft of the feel simulation motor and the other is the motor housing of the feel simulation motor.

[0034] As one feasible technical solution for the aforementioned steering feel simulator, the deceleration mechanism includes a deceleration input shaft connected to the output shaft of the feel simulation motor, and a deceleration output shaft that is drivenly connected to the deceleration input shaft and connected to the steering shaft.

[0035] The first structural component and the second structural component are the reduction input shaft and the reduction output shaft, respectively.

[0036] As one feasible technical solution for the aforementioned steering feel simulator, a first gear is fixed on the reduction input shaft, and the reduction mechanism further includes:

[0037] A reduction intermediate shaft is provided, on which a second gear and a third gear are fixed, the second gear meshing with the first gear; a reduction output shaft is provided, on which a fourth gear is fixed, the third gear meshing with the fourth gear.

[0038] As one feasible technical solution for the aforementioned steering feel simulator, the output shaft of the steering feel simulation motor and the reduction input shaft are integrally formed or connected by a coupling.

[0039] And / or, the reduction output shaft and the steering shaft are integrally formed or connected by a coupling.

[0040] Thirdly, the steering system provided by the present invention includes a steering feel simulator as described in any of the above-described embodiments, and a steering wheel, wherein the steering wheel is connected to the steering shaft.

[0041] Fourthly, the vehicle provided by the present invention includes the steering system described above.

[0042] The present invention has at least the following beneficial effects:

[0043] The friction torque compensation device provided by the present invention applies a force along a first direction to the compensation member through a force-applying component. Since both the inner circumferential surface of the insertion hole and the outer circumferential surface of the insertion part include conical surfaces, the force-applying component will ensure that the inner circumferential surface of the insertion hole and the outer circumferential surface of the insertion part always maintain an abutting fit, thereby providing a stable friction torque to reduce the amount of friction torque reduction caused by wear-induced gaps. Moreover, the abutting fit between the inner circumferential surface of the insertion hole and the outer circumferential surface of the insertion part can prevent wear from increasing the gap between them and thus increasing noise.

[0044] The steering feel simulator provided by this invention includes a steering shaft, a steering feel simulation motor, and the aforementioned friction torque compensation device. The friction torque compensation device is disposed between the output shaft of the steering feel simulation motor and the steering shaft. The friction torque compensation device compensates for the decrease in friction torque caused by wear and tear on the transmission components of the steering feel simulator, thereby maintaining the friction torque transmitted to the steering shaft within a constant range. At the same time, it can improve the rotational stability of the transmission components of the steering feel simulator and reduce the noise of the steering feel simulator.

[0045] The steering system and vehicle including the steering system provided by this invention both include a steering wheel connected to the steering shaft. A steering feel simulator provides a stable frictional torque to the steering wheel, preventing wear and tear on components after prolonged use from affecting the driver's feel and ensuring the driver can accurately perceive road resistance. Even when the steering feel simulator is not working or is unloaded, it still provides a stable frictional torque to the steering wheel, thus preventing the steering wheel from easily turning large angles and affecting driving safety; moreover, it helps improve the vehicle's NVH performance. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0047] Figure 1 A partial cross-sectional view of the steering feel simulator provided in an embodiment of the present invention;

[0048] Figure 2 This is a cross-sectional view of the first friction torque compensation device provided in the embodiment of the present invention;

[0049] Figure 3 This is a schematic diagram of the structure of the first structural component provided in an embodiment of the present invention;

[0050] Figure 4 This is a schematic diagram of the structure of the compensation component provided in an embodiment of the present invention;

[0051] Figure 5 This is a simplified schematic diagram of the first friction torque compensation device provided in the embodiments of the present invention;

[0052] Figure 6 This is a simplified schematic diagram of the second friction torque compensation device provided in this embodiment of the invention;

[0053] Figure 7 This is a simplified schematic diagram of the third friction torque compensation device provided in this embodiment of the invention;

[0054] Figure 8 This is a simplified schematic diagram of the fourth friction torque compensation device provided in this embodiment of the invention;

[0055] Figure 9 This is a simplified schematic diagram of the fifth friction torque compensation device provided in this embodiment of the invention.

[0056] Figure 10 This is a distribution diagram of the gears in the reduction mechanism provided in the embodiment of the present invention.

[0057] In the picture:

[0058] 1. First structural component; 11. Mounting hole; 12. Mounting limiting surface; 13. Anti-rotation groove;

[0059] 2. Second structural component; 20. Insertion part; 21. Insertion body; 22. Second wear-resistant surface;

[0060] 3. Compensating component; 31. Anti-rotation protrusion; 32. Insertion hole;

[0061] 4a. Elastic component; 4b1. Check valve; 4b2. Accumulator; 4b3. Pressure chamber; 4b4. Pressure detection component;

[0062] 5. Hand-feel simulation motor; 51. Motor output shaft; 52. Motor housing;

[0063] 6. Reduction mechanism; 61. Reduction input shaft; 62. Reduction output shaft; 63. Reduction intermediate shaft; 64. First gear; 65. Second gear; 66. Third gear; 67. Fourth gear; 68. Reduction housing;

[0064] 7. Steering shaft. Detailed Implementation

[0065] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0066] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0067] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0068] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0069] In existing steer-by-wire systems, the friction torque compensation device wears down on components of the steering feel simulator after prolonged use, leading to reduced friction torque and affecting the driver's feel. It also increases the clearance between transmission components, resulting in increased noise. When the steering feel simulator is not in operation, the steering wheel's rotational resistance primarily comes from the frictional resistance between its components. The relatively low frictional resistance in current steering feel simulators allows the driver to easily turn the steering wheel, significantly reducing vehicle safety.

[0070] In view of this, embodiments of the present invention provide a friction torque compensation device, a steering feel simulator including the friction torque compensation device, a steering system including the steering feel simulator, and a vehicle including the steering system.

[0071] It should be noted that the steering system provided by this invention is a steer-by-wire system, which is used to drive the wheels to steer according to the driver's intention, thereby controlling the vehicle's direction of travel. The vehicle can be a pure electric vehicle, a hybrid vehicle, or a pure gasoline vehicle.

[0072] Among them, such as Figure 1 As shown, the steering system also includes a steering wheel, and the steering feel simulator includes a steering shaft 7 and a feel simulation motor 5. The output shaft of the feel simulation motor 5 is connected to the steering shaft 7 via a reduction mechanism 6. One end of the steering shaft 7 is connected to the steering wheel. A friction torque compensation device is located between the output shaft of the feel simulation motor 5 and the steering shaft 7. When the feel simulation motor 5 operates, it acts as a load to provide reverse torque, simulating steering torque. This torque is then reduced and amplified by the reduction mechanism 6 before being transmitted to the steering shaft 7, and finally to the steering wheel, allowing the driver to feel steering resistance when operating the steering wheel. The steering system also includes a steering gear and an angle detection unit. The angle detection unit detects the steering angle of the steering wheel, and the steering gear drives the wheels to steer according to the steering wheel's rotation angle, thus controlling the vehicle's direction of travel.

[0073] For ease of description, the output shaft of the tactile simulation motor 5 will be referred to as motor output shaft 51 below.

[0074] like Figures 1 to 5 As shown, the friction torque compensation device provided in the embodiment of the present invention includes a first structural member 1, a second structural member 2, a compensation member 3, and a force-applying component. The compensation member 3 is movably connected to the first structural member 1 along a first direction and is restricted from rotating relative to the first structural member 1. The second structural member 2 and the compensation member 3 are capable of relative rotation. Of the compensation member 3 and the second structural member 2, one has a insertion hole 32, and the other has an insertion portion 20 that inserts into the insertion hole 32 along a second direction. Both the inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion portion 20 include conical surfaces, and the diameter of the conical surfaces gradually decreases along the second direction. The force-applying component applies a force along the first direction to the compensation member 3, causing the conical surface of the inner circumferential surface of the insertion hole 32 to maintain abutment with the conical surface of the outer circumferential surface of the insertion portion 20. The first direction is the same as or opposite to the second direction.

[0075] For example, such as Figure 4 and Figure 5 As shown, the insertion hole 32 is provided on the compensation member 3, and one end of the second structural member 2 forms an insertion portion 20. In another embodiment, as... Figure 6 and Figure 7 As shown, the insertion hole 32 can also be opened at one end of the second structural member 2, and one end of the compensation member 3 can be formed into the insertion part 20.

[0076] Wherein, the first direction indicates the direction from the first structural member 1 to the second structural member 2 when the compensation member 3 performs friction compensation, and the second direction indicates the direction in which the plug-in part 20 is inserted into the plug-in hole 32. Figure 5 In the illustrated embodiments and Figure 8 In the embodiment shown, the first direction is from right to left, and the second direction is from left to right, that is, the first direction and the second direction are opposite. Figure 6 In the illustrated embodiments and Figure 7 In the embodiment shown, both the first direction and the second direction are from right to left, that is, the first direction and the second direction are the same.

[0077] For example, the second structural member 2 and the first structural member 1 are two drive shafts that can rotate relative to each other in the reduction mechanism 6. In other embodiments, one of the first structural member 1 and the second structural member 2 may be set as the drive shaft of the reduction mechanism 6 and the other as the reduction housing 68 of the reduction mechanism 6; one of the first structural member 1 and the second structural member 2 may be set as the drive shaft of the reduction mechanism 6 and the other as the motor output shaft 51; one of the first structural member 1 and the second structural member 2 may be set as the motor output shaft 51 and the other as the motor housing 52 of the tactile simulation motor 5.

[0078] Because the force-applying component applies a force along the first direction to the compensating member 3, the inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion part 20 maintain abutment fit, and the compensating member 3 is restricted from rotating relative to the first structural member 1, during the process of the hand-feel simulation motor 5 reducing speed and increasing torque through the reduction mechanism 6, the first structural member 1 needs to overcome the frictional resistance between the second structural member 2 and the compensating member 3 in order to rotate relative to the second structural member 2. The torque of the hand-feel simulation motor 5 after reducing speed and increasing torque through the reduction mechanism 6 is recorded as the reverse torque. The torque generated by the frictional resistance between the second structural member 2 and the compensating member 3 is the frictional torque. The load torque on the steering shaft 7 is equal to the sum of the reverse torque and the frictional torque.

[0079] As the steering feel simulator is used for a long time, the frictional resistance between the second structural component 2 and the compensation component 3 causes wear and a decrease in the frictional torque between them. In this case, the force application component will push the compensation component 3 closer to the second structural component 2 in the first direction. Since the inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion part 20 are both conical surfaces, the inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion part 20 can still maintain a contact fit. This enables the steering feel simulator to have an automatic frictional torque compensation function, reducing the decrease in frictional torque caused by wear. This helps to keep the frictional torque within a constant range, so that the load torque on the steering shaft 7 is always kept within a constant range when the steering feel simulator is working. The wear of parts after long-term use will not affect the driver's feel, ensuring that the driver can accurately perceive the road resistance and improve driving safety performance.

[0080] The inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion part 20 maintain abutting fit, which can prevent wear from increasing the gap between the two, causing the steering feel simulator to shake and increase noise when transmitting power, thereby reducing the noise of the steering system and improving the NVH performance of the vehicle.

[0081] Because the force-applying component applies a force along the first direction to the compensator 3, the inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion part 20 always maintain abutting fit, ensuring that there is always a frictional torque between the compensator 3 and the second structural component 2 and that this frictional torque is maintained within a constant range. When the steering feel simulator is not working or is unloaded, it is necessary to overcome at least the frictional torque between the compensator 3 and the second structural component 2 in order to turn the steering wheel. And this frictional torque is maintained within a constant range, which can effectively prevent the steering wheel from easily turning a large angle due to the reduction of frictional torque caused by wear, thus affecting driving safety.

[0082] It should be noted that the steering feel simulator can be equipped with one of the aforementioned friction torque compensation devices, or it can be equipped with two, three, or more friction torque compensation devices. For example, when the second structural component 2 and the first structural component 1 are respectively the drive shaft of the reduction mechanism 6 and the reduction housing 68 of the reduction mechanism 6, the aforementioned friction torque compensation device can be set at either end of the axial direction of the second structural component 2, or it can be set at both ends of the axial direction of the second structural component 2. For example, in one friction torque compensation device, the second structural component 2 and the first structural component 1 are respectively the two drive shafts of the reduction mechanism 6, and in another friction torque compensation device, the second structural component 2 and the first structural component 1 are respectively the drive shaft of the reduction mechanism 6 and the reduction housing 68 of the reduction mechanism 6. For example, in one friction torque compensation device, one of the second structural component 2 and the first structural component 1 is the drive shaft of the reduction mechanism 6 and the other is the motor output shaft 51, and in another friction torque compensation device, the second structural component 2 and the first structural component 1 are respectively the two drive shafts of the reduction mechanism 6, etc., and so on.

[0083] The following description uses a friction torque compensation device as an example, in which the second structural component 2 and the first structural component 1 of the friction torque compensation device are the two transmission shafts of the reduction mechanism 6.

[0084] In some embodiments, such as Figure 2 As shown, the first structural component 1 and the second structural component 2 are coaxially arranged to avoid the rotation of the first structural component 1 and the rotation of the second structural component 2 affecting each other, and to make the entire steering feel simulator more compact and smaller in size, thus reducing the space occupied by the steering feel simulator.

[0085] For example, such as Figure 1 As shown, the reduction mechanism 6 includes a reduction input shaft 61 connected to the motor output shaft 51, and a reduction output shaft 62 that is connected to the reduction input shaft 61 and to the steering shaft 7; the second structural member 2 and the first structural member 1 are the reduction input shaft 61 and the reduction output shaft 62, respectively.

[0086] It should be noted that when the friction torque compensation device is set between a drive shaft and a fixed component such as the reduction housing 68 or the motor housing 52, since the fixed component is fixed, it is not required to be set coaxially with the drive shaft.

[0087] In some embodiments, such as Figure 1As shown, the motor output shaft 51 and the reduction input shaft 61 are integrally formed, and the reduction input shaft 61 and the steering shaft 7 are integrally formed, simplifying the structure of the entire steering feel simulator, reducing the number of parts, and reducing the space occupied by the steering feel simulator. In another embodiment, the motor output shaft 51 and the reduction input shaft 61 can also be connected by a coupling, and the reduction input shaft 61 and the steering shaft 7 can also be connected by a coupling.

[0088] In order to restrict the rotation of the compensation member 3 relative to the first structural member 1, one of the first structural member 1 and the compensation member 3 is provided with an anti-rotation groove 13, and the other is provided with an anti-rotation protrusion 31. The anti-rotation protrusion 31 slides in cooperation with the anti-rotation groove 13 along the axial direction of the compensation member 3.

[0089] In some embodiments, such as Figure 3 and Figure 4 As shown, the first structural member 1 is provided with a mounting hole 11. One end of the compensating member 3 is slidably disposed in the mounting hole 11 along the first direction. The outer peripheral wall of the compensating member 3 is provided with an anti-rotation protrusion 31, and the inner peripheral wall of the mounting hole 11 is provided with an anti-rotation groove 13. The anti-rotation protrusion 31 is slidably disposed in the anti-rotation groove 13 along the first direction. During the process of the compensating member 3 moving relative to the first structural member 1 along the first direction, the cooperation of the anti-rotation protrusion 31 and the anti-rotation groove 13 restricts the rotation of the compensating member 3 relative to the first structural member 1.

[0090] At least two anti-rotation protrusions 31 are provided, and the at least two anti-rotation protrusions 31 are arranged at intervals along the circumference of the compensation member 3 to improve the uniformity of force distribution between the compensation member 3 and the first structural member 1, and effectively prevent the compensation member 3 from rotating relative to the first structural member 1. Exemplarily, two anti-rotation protrusions 31 are provided, and the two anti-rotation protrusions 31 are arranged at 180°.

[0091] In another embodiment, the anti-rotation protrusion 31 may be provided on the inner wall of the mounting hole 11, and the anti-rotation groove 13 may be provided on the outer peripheral wall of the first structural member 1. For example... Figure 7 and Figure 8 As shown, the mounting hole 11 can also be set in the compensation member 3, and one end of the first structural member 1 can be inserted into the mounting hole 11.

[0092] In some embodiments, such as Figure 1 and Figure 2As shown, the force-applying component includes an elastic element 4a, which is disposed between the first structural member 1 and the compensation member 3 along a first direction. Exemplarily, the elastic element 4a is a compression spring. In another embodiment, the elastic element 4a can also be a tension spring, in which case the elastic element 4a is disposed between the second structural member 2 and the compensation member 3 along the first direction. The elastic element 4a can also be a rubber element, which deforms upon installation, causing the rubber element to apply a force along the first direction to the compensation member 3, thereby maintaining abutment between the outer peripheral wall of the insertion portion 20 and the inner peripheral wall of the insertion hole 32.

[0093] In some embodiments, such as Figure 2 and Figure 3 As shown, of the two components, the compensating member 3 and the first structural member 1, one is provided with a mounting limiting surface 12, and the other can abut against the mounting limiting surface 12 in the first direction or the opposite direction of the first direction, so that the force exerted by the elastic member 4a on the compensating member 3 in the first direction reaches its maximum, that is, the preload of the spring member 4a is maximized. Specifically, the mounting hole 11 is a stepped groove, and the elastic member 4a is disposed between the bottom wall of the stepped groove and the compensating member 3, and the stepped surface of the stepped groove forms the mounting limiting surface 12. Since there is no relative rotation between the compensating member 3 and the first structural member 1, disposing of the elastic member 4a between the bottom wall of the stepped groove and the compensating member 3 can also reduce the frictional loss between the elastic member 4a and the compensating member 3 and the bottom wall of the stepped groove, and reduce the reduction of the force exerted by the elastic member 4a on the compensating member 3 in the first direction, which is beneficial to maintaining the frictional force between the inner peripheral surface of the insertion hole 32 and the outer peripheral surface of the insertion part 20 within a constant range.

[0094] During the installation of the friction torque compensation device, when the compensation member 3 abuts against the installation limiting surface 12 in the reverse direction of the first direction, it indicates that the compensation member 3 is installed in place. At this time, the force applied by the elastic member 4a to the compensation member 3 in the first direction is at its maximum, causing the outer peripheral wall of the insertion part 20 and the inner peripheral wall of the insertion hole 32 to abut and fit together. As the compensation member 3 and the second structural member 2 continue to wear, the elastic member 4a pushes the compensation member 3 closer to the second structural member 2 in the first direction, thereby maintaining the abutment fit between the outer peripheral wall of the insertion part 20 and the inner peripheral wall of the insertion hole 32.

[0095] This friction torque compensation device only requires the selection of an elastic element 4a with appropriate stiffness. After installation, it ensures that the compensation element 3 abuts against the installation limiting surface 12 in the opposite direction of the first direction, so that the force exerted by the elastic element 4a on the compensation element 3 in the first direction reaches the maximum. There is no need to adjust the tightness of the elastic element 4a afterward, and the maximum friction force between the compensation element 3 and the second structural element 2 can be maintained within a constant range.

[0096] In another embodiment, when the mounting hole 11 is provided on the first structural member 1, a protrusion can be provided at the end of the compensating member 3 located outside the first structural member 1. When the protrusion abuts against the open end face of the mounting hole 11, the compensating member 3 is installed in place. When the mounting hole 11 is provided on the compensating member 3, a protrusion can be provided at the end of the first structural member 1 located outside the compensating member 3. When the protrusion abuts against the open end face of the mounting hole 11, the compensating member 3 is installed in place.

[0097] In another embodiment, such as Figure 7 and Figure 8 As shown, the mounting limiting surface is set on the compensation member 3. When the first structural member 1 abuts against the mounting limiting surface along the first direction, the force exerted by the elastic member 4a on the compensation member 3 along the first direction reaches its maximum.

[0098] In another embodiment, other force-applying components may also be used, specifically, such as Figure 9 As shown, a pressure chamber 4b3 is formed between the compensation component 3 and the first structural component 1. The force-applying component includes a medium filling unit, the outlet of which is connected to the pressure chamber 4b3. The medium filling unit can fill the pressure chamber 4b3 with pressure medium and replenish the pressure chamber 4b3 with pressure medium when the pressure in the pressure chamber 4b3 decreases. Exemplarily, the medium filling unit includes a one-way valve 4b1 and an accumulator 4b2. The inlet of the one-way valve 4b1 is used to connect to a medium power source, and the outlet of the one-way valve 4b1 is connected to the pressure chamber 4b3. The pressure chamber 4b3 is connected to the accumulator 4b2. The medium power source can send pressure medium through the one-way valve 4b1 into the accumulator 4b2 and the pressure chamber 4b3, applying pressure to the compensation component 3 using the pressure medium. As the compensating component 3 and the second structural component 2 wear down, the pressure medium pushes the compensating component 3 closer to the second structural component 2 along the first direction, increasing the volume of the pressure chamber 4b3. At this time, the accumulator 4b2 will automatically replenish the pressure chamber 4b3 with pressure medium, preventing excessive pressure changes within the pressure chamber 4b3 and ensuring a proper abutment between the outer peripheral wall of the insertion part 20 and the inner peripheral wall of the insertion hole 32. The pressure medium can be compressed gas, hydraulic oil, etc., and the power source can be a compressor or a pump, etc.

[0099] The force application unit also includes a pressure detection element 4b4, such as a pressure sensor, for detecting the pressure inside the pressure chamber 4b3. As the pressure inside the pressure chamber 4b3 decreases, the force exerted by the pressure medium on the compensation element 3 decreases. To minimize the change in frictional torque provided by the friction torque compensation device, the pressure detection element 4b4 monitors the pressure inside the pressure chamber 4b3 in real time. When the pressure inside the pressure chamber 4b3 is lower than the preset pressure, the pressure medium is replenished to the pressure chamber 4b3 using a medium source. When the pressure inside the pressure chamber 4b3 reaches the set pressure, the replenishment of the pressure medium stops.

[0100] For ease of installation, the pressure sensing element 4b4 can be installed at the outlet of the check valve 4b1, where the outlet pressure of the check valve 4b1 is equal to the pressure in the pressure chamber 4b3; alternatively, the pressure sensing element 4b4 can be installed at the inlet and outlet of the accumulator 4b2, where the inlet and outlet pressures of the accumulator 4b2 are equal to the pressure in the pressure chamber 4b3. This arrangement not only facilitates the installation of the pressure sensing element 4b4 but also facilitates its subsequent maintenance and replacement. To prevent leakage of the pressure medium, a seal is provided between the compensation element 3 and the first structural element 1.

[0101] In another embodiment, the medium filling unit can also employ a pressure detection element 4b4 in conjunction with a medium power source, eliminating the need for an accumulator. Specifically, upon completion of assembly, the medium power source fills the pressure chamber 4b3 with pressure medium until the pressure within the pressure chamber 4b3 reaches a preset pressure. Then, the pressure detection element 4b4 continuously monitors the pressure drop within the pressure chamber 4b3. When the pressure drop reaches a preset pressure difference, the pressure detection element 4b4 is controlled to replenish the pressure chamber 4b3 with pressure medium in a timely manner. The preset pressure can be determined based on the maximum force applied to the compensation element 3 along the first direction by the required force application component, and can be a known value determined through repeated experiments. The preset pressure difference is determined based on the impact of the load torque transmitted to the steering shaft 7 on vehicle driving safety, and can be an empirical value or a known value determined through repeated experiments.

[0102] In another embodiment, another force-applying component may be used, which includes an electromagnetic drive unit and a pressure detection unit. The electromagnetic drive unit may be an electromagnet. The electromagnetic drive unit applies a force along the first direction to the compensation member 3. The pressure detection unit is used to detect the pressure between the electromagnetic drive unit and the compensation member 3. The current of the electromagnetic drive unit is adjustable. When the pressure detection unit detects a decrease in pressure between the electromagnetic drive unit and the compensation member 3, the current of the electromagnetic drive unit is increased, so that the force applied by the electromagnetic drive unit to the compensation member 3 is increased, thereby keeping the outer peripheral wall of the insertion part 20 and the inner peripheral wall of the insertion hole 32 in abutment fit.

[0103] In some embodiments, such as Figure 2 As shown, the wear rate of the compensating component 3 is less than that of the first structural component 1. In other words, the wear resistance of the compensating component 3 is superior to that of the first structural component 1. It should be noted that the wear rate refers to the volume worn per unit length under a unit load. The wear rate is an important indicator for measuring a material's resistance to mechanical wear and is commonly used to evaluate the wear resistance of a material. The lower the wear rate, the higher the wear resistance of the material.

[0104] For example, the compensation component 3 is made of a non-metallic wear-resistant material. The non-metallic wear-resistant material can be a wear-resistant plastic, such as polyethylene or polyvinyl chloride, or a wear-resistant rubber, such as neoprene rubber or nitrile rubber. This configuration improves the wear resistance of the compensation component 3 and extends its service life. Furthermore, it further reduces wear loss between the compensation component 3 and the elastic component 4a, thereby reducing the reduction in the elastic force of the elastic component 4a, which helps maintain the frictional force between the inner circumferential surface of the insertion hole 32 and the outer circumferential surface of the insertion portion 20 within a constant range.

[0105] In another embodiment, the compensation member 3 includes a plug-in body and a first wear-resistant surface disposed on the surface of the plug-in body. The first wear-resistant surface covers at least a portion of the surface of the plug-in body to form the aforementioned conical surface disposed on the compensation member 3. The wear rate of the material on the first wear-resistant surface is less than the wear rate of the material on the plug-in body. The first wear-resistant surface also covers the bottom wall of the blind hole to reduce wear loss on the bottom wall of the blind hole. The first wear-resistant surface can be formed by coating the surface of the plug-in body with a non-metallic wear-resistant material; in other words, the first wear-resistant surface is a coating formed on the surface of the plug-in body. Alternatively, the non-metallic wear-resistant material can be injection molded onto the surface of the plug-in body to form the first wear-resistant surface.

[0106] In some embodiments, such as Figure 2 As shown, the second structural member 2 includes a plug-in body 21 and a second wear-resistant surface 22 disposed on the surface of the plug-in body 21. The second wear-resistant surface 22 covers at least a portion of the surface of the plug-in body 21 to form the aforementioned conical surface disposed on the second structural member 2. The material wear rate of the second wear-resistant surface 22 is less than the material wear rate of the plug-in body 21.

[0107] For example, a non-metallic wear-resistant material is injection molded onto the surface of the plug-in body 21 to form a second wear-resistant surface 22. The non-metallic wear-resistant material can be a wear-resistant plastic, such as polyethylene or polyvinyl chloride, or a wear-resistant rubber, such as neoprene rubber or nitrile rubber. This configuration improves the wear resistance of the second structural component 2 and extends its service life.

[0108] In another embodiment, a non-metallic wear-resistant material can be coated on the surface of the plug-in body 21 to form a second wear-resistant surface 22. In other words, the second wear-resistant surface 22 is a coating formed on the surface of the plug-in body 21. Alternatively, the second wear-resistant surface 22 can be configured as a wear-resistant sleeve. The wear-resistant sleeve is fitted over the plug-in body 21 and its rotation relative to the plug-in body 21 is restricted. As for the method of restricting the rotation of the wear-resistant sleeve relative to the plug-in body 21, please refer to the structure for restricting the rotation of the compensation member 3 relative to the first structural member 1, which will not be repeated here.

[0109] The friction torque is provided by the friction between the compensation component 3 and the second wear-resistant surface 22. This arrangement can reduce wear and extend the service life of the friction torque compensation device.

[0110] In some embodiments, such as Figure 2 As shown, the insertion hole 32 is a blind hole, and the second wear-resistant surface 22 also covers the surface of the insertion body 21 facing the bottom wall of the blind hole, which helps to increase the friction between the second structural component 2 and the compensation component 3, while reducing the wear and tear on the surface of the insertion body 21 facing the bottom wall of the blind hole.

[0111] In some embodiments, such as Figure 1 and Figure 10 As shown, a first gear 64 is fixed on the reduction input shaft 61. The reduction mechanism 6 also includes a reduction intermediate shaft 63, on which a second gear 65 and a third gear 66 are fixed. The second gear 65 is meshed with the first gear 64. A fourth gear 67 is fixed on the reduction output shaft 62, on which the third gear 66 is meshed with the fourth gear 67. Exemplarily, the reduction intermediate shaft 63 is parallel to the reduction input shaft 61.

[0112] The first gear 64, second gear 65, third gear 66, and fourth gear 67 mentioned above are all cylindrical gears, making the reduction mechanism 6 a two-stage cylindrical gear reduction mechanism. Since the input shaft 61 and the output shaft 62 rotate at different speeds, while the compensating component 3 rotates at the same speed as the output shaft 62, the second structural component 2 rotates at the same speed as the input shaft 61. This difference in speed between the compensating component 3 and the second structural component 2 generates frictional torque. This reduction mechanism 6 has a simple structure and low cost.

[0113] By selecting the first gear 64, the second gear 65, the third gear 66, and the fourth gear 67, the reduction mechanism 6 can achieve the desired transmission ratio, so that the steering torque generated by the hand-feel simulation motor 5 is reduced and amplified by the reduction mechanism 6, and the steering torque on the reduction output shaft 62 of the reduction mechanism 6 meets the requirements.

[0114] It should be noted that the meshing gears can be either cylindrical spur gears or cylindrical helical gears.

[0115] For example, the first gear 64 has 30 teeth, the second gear 65 has 66 teeth, the third gear 66 has 17 teeth, and the fourth gear 67 has 79 teeth. The steering torque generated by the haptic simulation motor 5 is transmitted through the first gear 64 to the second gear 65 at a gear ratio of 2.2, and then from the third gear 66 to the fourth gear 67 at a gear ratio of 4.65, achieving two-stage transmission. Therefore, the entire reduction mechanism 6 has a gear ratio of 10.2, which effectively meets the requirement of reducing speed and increasing torque of the haptic simulation motor 5.

[0116] For example, the second gear 65, the third gear 66, and the reduction intermediate shaft 63 are integrated into a double gear shaft. In another embodiment, the second gear 65, the third gear 66, and the reduction intermediate shaft 63 may also be formed independently.

[0117] For example, the first gear 64 and the reduction input shaft 61 are splined together, and the fourth gear 67 and the reduction output shaft 62 are splined together. It should be noted that the first gear 64 and the reduction input shaft 61 can also be keyed together, or integrated into a single gear shaft; the fourth gear 67 and the reduction output shaft 62 can also be keyed together, or integrated into a single gear shaft.

[0118] It should be noted that the reduction mechanism 6 is not limited to the above structure, and can also adopt a gear reduction structure with more stages. The motor output shaft 51 and the motor housing 52 are rotatably connected by bearings. The two ends of the reduction intermediate shaft 63 are rotatably connected to the reduction housing 68 by a bearing. The inner ring of the fourth gear 67 is rotatably connected to the reduction housing 68 at one end of the shaft, so as to realize the rotatable connection between the reduction output shaft and the reduction housing 68.

[0119] In some embodiments, the steering feel simulator further includes a limiting unit for limiting the rotation angle of the steering shaft 7, thereby limiting the rotation angle of the steering wheel so that the steering wheel rotates within a predetermined rotation range.

[0120] Specifically, the limiting unit includes a limiting part and a limiting mating part. One of the limiting part and the limiting mating part is disposed on the steering shaft 7, and the other is disposed on the reduction housing 68 of the reduction mechanism 6. There are two limiting parts, and the limiting mating part is disposed between the two limiting parts along the circumference of the steering shaft 7. The limiting mating part can abut against either limiting part along the circumference of the steering shaft 7.

[0121] For example, the reduction housing 68 is provided with an arc-shaped groove extending circumferentially along the steering shaft 7. Two opposing inner sidewalls of the arc-shaped groove, distributed circumferentially along the steering shaft 7, each form a limiting portion. The limiting and engaging portions protrude from the outer circumferential wall of the steering shaft 7, and slide in contact with the arc-shaped groove circumferentially along the steering shaft 7. This limits the rotation angle of the steering wheel to improve driving safety.

[0122] In another embodiment, an arc-shaped groove can be formed on the outer peripheral wall of the steering shaft 7, and a limiting fitting portion can be protruded on the reduction housing 68; two limiting portions can also be protruded on the reduction housing 68, or two limiting portions can be protruded on the outer peripheral wall of the steering shaft 7. The limiting unit can also be used to limit the rotation angle of the reduction output shaft 62, or the reduction input shaft 61, or the motor output shaft 51, which can also serve the purpose of limiting the rotation angle of the steering wheel.

[0123] Furthermore, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A friction torque compensation device, characterized by, The compensation device comprises: a first structure (1) and a second structure (2); a compensation member (3) movably connected to the first structure (1) along a first direction and limited to rotate relative to the first structure (1), the second structure (2) and the compensation member (3) being capable of relative rotation; one of the compensation member (3) and the second structure (2) is provided with a spigot hole (32), and the other is provided with a spigot portion (20) spigoted into the spigot hole (32) along a second direction, the inner peripheral surface of the spigot hole (32) and the outer peripheral surface of the spigot portion (20) each comprise a conical surface, and the diameter of the conical surface gradually decreases along the second direction; the first direction is the same as or opposite to the second direction; a force applying assembly for applying an acting force along the first direction to the compensation member (3), so that the conical surface of the inner peripheral surface of the spigot hole (32) and the conical surface of the outer peripheral surface of the spigot portion (20) are kept in abutting fit.

2. The friction torque compensation device according to claim 1, characterized by The force applying assembly comprises an elastic member (4a); The elastic member (4a) is arranged between the first structure (1) and the compensation member (3) along the first direction; Or, the elastic member (4a) is arranged between the second structure (2) and the compensation member (3) along the first direction.

3. The friction torque compensation device according to claim 2, characterized in that One of the compensation member (3) and the first structure (1) is provided with a mounting limiting surface (12), and the other is capable of abutting against the mounting limiting surface (12) along the first direction or the reverse direction of the first direction, so that the acting force of the elastic member (4a) applied to the compensation member (3) along the first direction reaches the maximum.

4. The friction torque compensation device according to claim 1, characterized by A pressure chamber (4b3) is formed between the compensation member (3) and the first structure (1), and the force applying assembly comprises: a medium filling unit, the outlet of the medium filling unit being in communication with the pressure chamber (4b3), the medium filling unit being capable of filling pressure medium into the pressure chamber (4b3) and supplementing pressure medium into the pressure chamber (4b3) when the pressure in the pressure chamber (4b3) decreases.

5. The friction torque compensation device according to claim 4, characterized in that The medium filling unit comprises: a one-way valve (4b1), the inlet of the one-way valve (4b1) being used for connecting a medium source power; an accumulator (4b2), the outlet of the one-way valve (4b1) being in communication with the pressure chamber (4b3), and the pressure chamber (4b3) being in communication with the accumulator (4b2).

6. The friction torque compensation device according to claim 1, characterized by The material wear rate of the compensation member (3) is less than that of the first structure (1); Or, the compensation member (3) comprises a spigot body and a first wear-resistant surface arranged on the surface of the spigot body, the first wear-resistant surface covering at least part of the surface of the spigot body to form the conical surface provided on the compensation member (3), and the material wear rate of the first wear-resistant surface is less than that of the spigot body.

7. The friction torque compensation device according to claim 6, characterized in that The second structure (2) comprises a plug-in body (21) and a second wear-resistant surface (22) arranged on the surface of the plug-in body (21), the second wear-resistant surface (22) covers at least part of the surface of the plug-in body (21) to form the conical surface arranged on the second structure (2), and the material wear rate of the second wear-resistant surface (22) is less than the material wear rate of the plug-in body (21).

8. The friction torque compensation device according to claim 7, characterized in that The plug-in hole (32) is a blind hole; The first wear-resistant surface also covers the hole bottom wall of the blind hole; And / or, the second wear-resistant surface (22) also covers the surface of the plug-in body (21) opposite to the hole bottom wall of the blind hole.

9. The friction torque compensation device of claim 1, wherein, One of the first structure (1) and the compensation member (3) is provided with an anti-rotation groove (13), and the other is provided with an anti-rotation protrusion (31), and the anti-rotation protrusion (31) is in sliding fit with the anti-rotation groove (13) along the first direction.

10. The friction torque compensation device according to claim 1, characterized by The first structure (1) and the second structure (2) are two transmission shafts capable of relative rotation, and the two transmission shafts are coaxially arranged.

11. A steering feel simulator characterized by, The friction torque compensation device according to any one of claims 1 to 10 is arranged between the output shaft of the hand feeling simulation motor (5) and the steering shaft (7). The output shaft of the hand feeling simulation motor (5) is in transmission connection with the steering shaft (7) through a speed reduction mechanism (6), and one end of the steering shaft (7) is used for connecting a steering wheel. The friction torque compensation device is arranged between the output shaft of the hand feeling simulation motor (5) and the steering shaft (7).

12. The steering feel simulator of claim 11, wherein, The second structure (2) and the first structure (1) are respectively two transmission shafts capable of relative rotation in the speed reduction mechanism (6), or one is a transmission shaft of the speed reduction mechanism (6) and the other is a speed reduction housing (68) of the speed reduction mechanism (6), or one is a transmission shaft of the speed reduction mechanism (6) and the other is an output shaft of the hand feeling simulation motor (5), or one is an output shaft of the hand feeling simulation motor (5) and the other is a motor housing (52) of the hand feeling simulation motor (5).

13. The steering feel simulator of claim 12, wherein, The speed reduction mechanism (6) comprises a speed reduction input shaft (61) connected with the output shaft of the hand feeling simulation motor (5), and a speed reduction output shaft (62) in transmission connection with the speed reduction input shaft (61) and connected with the steering shaft (7). The first structure (1) and the second structure (2) are respectively the speed reduction input shaft (61) and the speed reduction output shaft (62).

14. The steering feel simulator of claim 13, wherein, The first gear (64) is fixed on the speed reduction input shaft (61), and the speed reduction mechanism (6) further comprises: The speed reduction intermediate shaft (63) is fixed with a second gear (65) and a third gear (66), the second gear (65) is in meshing connection with the first gear (64); the fourth gear (67) is fixed on the speed reduction output shaft (62), and the third gear (66) is in meshing connection with the fourth gear (67).

15. The steering feel simulator of claim 13, wherein, The output shaft of the hand feeling simulation motor (5) and the speed reduction input shaft (61) are integrally formed or connected through a shaft coupling. and / or the deceleration output shaft (62) and the steering shaft (7) are integrated or connected by a coupling.

16. A steering system characterised in that, A steering feel simulator according to any one of claims 11 to 15, and a steering wheel, said steering wheel being connected to said steering shaft (7).

17. A vehicle, characterized by A steering system according to claim 16. A steering system according to claim 16.

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