Steer-by-wire steering assembly

Abstract

A steer-by-wire steering assembly includes: a motor assembly having at least one motor mounted in a housing; and a screw actuator configured to engage with the threaded portion of the steering shaft and move the steering shaft along the longitudinal axis. It also includes a rotor carrying sleeve operably coupled between the at least one motor and the screw actuator, configured to rotate about a longitudinal axis; and a sensor assembly including a sensor portion and a target portion, the sensor portion and the target portion configured to detect relative movement of the steering shaft relative to the housing. One of the sensor portion and the target portion is mounted in a sensor housing fixed relative to the steering shaft. The housing includes a sensor channel for receiving the sensor housing and limiting movement of the sensor housing and the steering shaft in a direction parallel to the longitudinal axis.

Description

Technical Field

[0001] This technology relates to the field of automotive engineering, specifically to steering systems for vehicles. In particular, it focuses on steer-by-wire systems, which are electronic systems that use electronic components and sensors to replace the traditional mechanical linkage between the steering wheel and the vehicle wheels. Background Technology

[0002] The automotive industry has been continuously developing technologies to assist users in various driving operations within a vehicle, including steering. Power steering systems have been introduced to assist drivers and even control the steering for them. With advancements in automotive technology, there is a growing trend towards fully automated vehicles that eliminate the need for user input. A key aspect of autonomous vehicle control is automatic steering, which typically requires a steer-by-wire system that can be controlled by control signals from the vehicle's control unit.

[0003] A steer-by-wire system does not necessarily require mechanical linkage between user input, such as a steering wheel, and steering linkage mechanisms, such as rack and pinion. In some steer-by-wire implementations, user input is not required because the system is fully controlled by the autonomous vehicle's control unit. However, even without user input, the vehicle systems of an autonomous vehicle need to be robust enough to ensure vehicle reliability. This may mean that the steer-by-wire system has multiple redundancies to meet industry safety standards, such as ISO 26262's Automotive Safety Integrity Level (ASIL) Level C or D.

[0004] EP 3 819 190 illustrates such a steer-by-wire system, disclosing a steer-by-wire actuation system having two steering motors and two electronic control units that control these steering motors to control their rotation. The two steering motors are connected to ball screws that interact with mating ball screw nuts mounted on a shaft.

[0005] The problem with current steer-by-wire systems is that the steering shaft can rotate with the ball screw, meaning the steering shaft may not always move linearly. Rotation of the steering shaft must be prevented to ensure proper linear motion and steering control. Furthermore, the steering components must have a compact form to allow for easy integration into new vehicle form factors that may have limited space for components.

[0006] Another problem with existing steer-by-wire systems for autonomous vehicles is that they are prototype systems and bulky. This means they are unsuitable for use in industrial manufacturing processes used to assemble autonomous vehicles with small form factors, as prototype steer-by-wire systems occupy too much space. Additionally, existing steer-by-wire systems typically involve complex mechanical components, such as ball screws and mating ball screw nuts, which can be cumbersome and contribute to the system's bulk, making it unsuitable for industrial manufacturing processes. Furthermore, the layout and packaging of existing steer-by-wire systems may not be optimized for space efficiency, resulting in a large overall size and making it difficult to integrate the system into autonomous vehicles with small form factors.

[0007] A typical steer-by-wire system includes two motors, each with a stator and a shared rotor. The rotor is coupled to a ball screw (screw actuator) that engages a threaded portion of the steering shaft. When one or both motors rotate, the steering shaft moves linearly along its axis. However, a problem with this system is that aligning the electrical connections of the motors can be difficult. Additionally, long wires between the motors and the controller may receive and generate interference signals, which can negatively impact the system's performance and reliability.

[0008] Existing steer-by-wire systems, such as those disclosed in EP 3 819 190, use wires to connect the motor to the controller. This can lead to problems with electrical interference and vibration damage to the wires. Furthermore, the alignment and assembly of the electrical connections can be challenging and time-consuming, resulting in difficulties in the installation and maintenance process.

[0009] In known systems, the position of the steering shaft can be detected using a linear sensor. The problem with existing linear sensors is that they are quite long relative to the actuator. This is because the linear sensor must cover the entire travel of the steering shaft (from full wheel lock to full wheel lock). This increases the size of the actuator, as the linear sensor needs to be mounted in a protective housing.

[0010] To ensure the reliability and safety of steer-by-wire systems, redundancy is typically incorporated into the design. A common method for achieving redundancy is to use multiple motors to actuate the steering actuators. In such systems, if one motor fails, another can continue to provide steering function, thus maintaining the overall functionality of the steering system.

[0011] However, several problems exist associated with existing steer-by-wire systems that utilize multiple motors for redundancy. One problem is that the motor windings of the motors used in the steering assembly can fail. Motor winding failures can be caused by a variety of reasons, such as excessively high motor winding temperatures, manufacturing defects, or other factors that may degrade the motor windings. If the motor winding of one motor fails, the redundancy provided by the second motor may be compromised, potentially leading to a loss of steering function.

[0012] Another problem associated with existing steer-by-wire systems is that multiple failures can occur in the motor windings of the two motors. In this case, the redundancy provided by multiple motors may not be sufficient to maintain the function of the steering system, resulting in a complete loss of steering control.

[0013] Furthermore, current dual-motor designs may not provide sufficient redundancy to ensure continuous operation of the steer-by-wire system in all situations. This could pose significant safety risks, as loss of steering control could lead to accidents and other hazardous situations. Summary of the Invention

[0014] According to a first aspect of this disclosure, a steer-by-wire steering assembly is provided, comprising a housing, a motor assembly, a screw actuator, a rotor carrier sleeve, and a sensor assembly. The motor assembly has at least one motor mounted in the housing. The screw actuator is configured to engage a threaded portion of a steering shaft and to move the steering shaft along a longitudinal axis when the screw actuator rotates. The rotor carrier sleeve is operatively coupled between the at least one motor and the screw actuator and configured to rotate about the longitudinal axis. The sensor assembly includes a sensor portion and a target portion configured to detect relative movement of the steering shaft relative to the housing. One of the sensor portion and the target portion is mounted in a sensor housing fixed relative to the steering shaft, and the housing includes a sensor channel configured to receive the sensor housing and restrict movement of the sensor housing and the steering shaft in a direction parallel to the longitudinal axis. This aspect provides the advantage of ensuring correct linear movement of the steering shaft and preventing its rotation.

[0015] Alternatively, in some examples, the sensor assembly is a linear displacement sensor assembly, which offers the advantage of accurately measuring the linear displacement of the steering axis.

[0016] Alternatively, in some examples, the sensor housing is configured to slide within the sensor channel, allowing the sensor housing and steering shaft to move smoothly along the longitudinal axis.

[0017] Alternatively, in some examples, the sensor channel is located within the housing sleeve portion of the housing, providing additional protection for the sensor assembly.

[0018] Optionally, in some examples, the steering assembly also includes a mounting assembly that is secured to the housing sleeve portion and includes at least one elongated guide rail defining a sensor channel, providing a robust and stable mounting for the sensor assembly.

[0019] Optionally, in some examples, the mounting assembly also includes a fastener configured to clamp at least one elongated guide rail to the inner surface of the housing sleeve portion, ensuring a secure attachment of the mounting assembly to the housing.

[0020] Optionally, in some examples, the sensor housing includes a shaft engagement sleeve configured to be mounted around the steering shaft, providing a robust connection between the sensor housing and the steering shaft.

[0021] Optionally, in some examples, the shaft engagement sleeve includes a center hole configured to receive the steering shaft, allowing for easy installation and removal of the steering shaft.

[0022] Optionally, in some examples, the sensor housing includes a first housing engagement surface and a second housing engagement surface configured to engage with a first channel engagement surface and a second channel engagement surface of the sensor channel, respectively, ensuring proper engagement between the sensor housing and the sensor channel.

[0023] Optionally, in some examples, the sensor channel includes a first channel engagement surface and a second channel engagement surface, the first channel engagement surface being configured to engage with a first housing engagement surface when the screw actuator rotates in a first direction, and the second channel engagement surface being configured to engage with a second housing engagement surface when the screw actuator rotates in a second direction, providing a robust engagement between the sensor housing and the sensor channel during both rotational directions.

[0024] Alternatively, in some examples, the sensor housing is mounted on the steering shaft using set screws, press fitting, or welding, providing a robust and reliable connection between the sensor housing and the steering shaft.

[0025] Optionally, the steer-by-wire steering assembly also includes a second sensor assembly comprising a second sensor portion and a second target portion configured to detect the relative motion of the steering shaft relative to the housing, providing redundancy and increased reliability for the detection of steering shaft motion.

[0026] Optionally, in some examples, the second sensor assembly is a linear displacement sensor assembly that provides accurate measurement of the linear displacement of the steering axis.

[0027] Optionally, in some examples, one of the second sensor portion and the second target portion is mounted in a second sensor housing fixed relative to the steering shaft, ensuring a secure connection between the second sensor assembly and the steering shaft.

[0028] Alternatively, in some examples, the second sensor housing is configured to slide within the second sensor channel in the housing, allowing the second sensor housing and the steering shaft to move smoothly along the longitudinal axis.

[0029] Optionally, in some examples, the first sensor assembly and the second sensor assembly are mounted at different locations on the steering shaft, providing increased accuracy and reliability for detecting steering shaft movement.

[0030] Optionally, the motor assembly includes a first motor and a second motor, and a rotor bearing sleeve is operably connected between the first motor, the second motor, and the screw actuator to provide increased power and torque to the steering assembly. Attached Figure Description

[0031] The example is described in more detail below with reference to the accompanying drawings.

[0032] Figure 1 This is a side sectional view based on an example of a steer-by-wire component; Figure 2 This is a partially enlarged cross-sectional view based on an example of a steer-by-wire component; Figure 3 This is a detailed cross-sectional view of a steer-by-wire component based on an example; Figure 4 This is a cross-sectional view of a sensor housing and sensor channel in an engaged state, based on an example. Figure 5 It is a perspective view of an example sensor housing and sensor channel in an engaged state; Figure 6 It is a perspective view based on an example of a sensor housing mounted on a steering shaft without a housing. Figure 7 This is a schematic diagram of a steer-by-wire assembly including a controller and sensor components, based on an example. Figure 8 This is another enlarged sectional view of a steer-by-wire component based on an example; Figure 9 It is a sectional perspective view based on an example of a steer-by-wire component; Figure 10 It is a perspective view of some components of an example steer-by-wire system; Figure 11 It is a perspective view of the rotor bearing sleeve of an example steer-by-wire steering assembly; Figure 12 This is a detailed cross-sectional view of a steer-by-wire component based on an example; Figure 13This is a cross-sectional view based on an example motor assembly connector; Figure 14 This is a schematic diagram of an example linear displacement sensor assembly; Figure 15a This is a schematic diagram of another linear displacement sensor assembly based on an example; Figure 15b yes Figure 15b A schematic cross-sectional view of the linear displacement sensor assembly shown; Figure 16 It is a schematic diagram based on an example of a first plurality of motor windings and a second plurality of motor windings and their arrangement; and Figure 17 It is a flowchart depicting the method of operating a steer-by-wire steering component. Detailed Implementation

[0033] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to implement this disclosure.

[0034] Figure 1 A side sectional view of a steer-by-wire assembly 100 according to an example is shown. The steer-by-wire assembly 100 includes a housing 102 and a motor assembly 206, the motor assembly 206 including at least one motor 208 mounted in the housing 102. The steer-by-wire assembly 100 also includes a screw actuator 232 configured to engage a threaded portion 234 of a steering shaft 118 and to move the steering shaft 118 along a longitudinal axis 104 of the steer-by-wire assembly 100 when the screw actuator 232 rotates. The steering assembly 100 also includes a rotation sensor assembly 236 including a rotation sensor target 242 and a rotation sensor 240 configured to detect relative rotational movement of the rotation sensor target 242. The steering assembly 100 includes a housing 102 that encloses the various components of the steering assembly 100. The housing 102 is designed to protect the internal components from external factors and to provide structural support.

[0035] Figure 2 This is a partially enlarged cross-sectional view of a steer-by-wire component 100 based on an example. Figure 2 yes Figure 1The image shows a partially enlarged cross-sectional view within the dashed box labeled A. The steer-by-wire assembly 100 includes a rotor-bearing sleeve 216 operably coupled between at least one motor 208 and a screw actuator 232, and configured to rotate about a longitudinal axis 104. The steer-by-wire assembly 100 also includes a sensor assembly 238 comprising a sensor portion 244 and a linear displacement target portion 246 configured to detect relative movement of the steering shaft 118 relative to the housing 102. The steering assembly 100 is characterized by the rotor-bearing sleeve 216 having an end cup structure 4300 configured to receive the screw actuator 232. The end cup structure 4300 includes an internal threaded portion 4302 configured to engage with the rotation sensor target 242. Motor assembly 206 includes at least one motor 208 mounted in housing 102 and responsible for rotating screw actuator 232. Threaded portion 234 has a threaded portion length 1300.

[0036] Figure 3 This is a detailed sectional view of a steer-by-wire component 100 based on an example. Figure 3 yes Figure 1 The enlarged cross-sectional view is shown in the dashed box labeled B1. The housing 102 includes a sensor channel 302 configured to receive the sensor housing 316 and restrict movement of the sensor housing 316 and the steering shaft 118 in a direction parallel to the longitudinal axis 104.

[0037] Figure 4 This is a cross-sectional view of a sensor housing 316 and a sensor channel 302 in an engaged state, based on an example. Figure 4 It is along Figure 1 and Figure 3 The cross-sectional view is taken along the axis marked C. The sensor housing 316 is configured to slide within the sensor channel 302 and includes a first housing engagement surface 318 and a second housing engagement surface 326 configured to engage with a first channel engagement surface 304 and a second channel engagement surface 324 of the sensor channel 302, respectively.

[0038] Figure 5 This is a perspective view of a sensor housing 316 and a sensor channel 302 in an engaged state, according to an example. The sensor channel 302 is located within a housing sleeve portion 300 of the housing 102 and includes a mounting assembly 306 fixed to the housing sleeve portion 300 and including at least one elongated guide rail 308 defining the sensor channel 302.

[0039] Figure 6 This is a perspective view of a sensor housing 316 mounted on a steering shaft 118, based on an example. For clarity, Figure 6 Housing 102 is not shown. Sensor housing 316 includes a shaft engagement sleeve 320 configured to be mounted around steering shaft 118 and includes a central hole 322 configured to receive steering shaft 118.

[0040] Figure 7 The diagram illustrates an example of a steer-by-wire assembly 100, which includes a controller and a sensor assembly. The assembly includes a first motor 208 and a second motor 210, with a rotor carrier sleeve 216 operably connected between the first motor 208, the second motor 210, and a screw actuator 232. The assembly also includes a first sensor assembly 238, such as a linear displacement sensor assembly 238, and a second sensor assembly 500, such as a linear displacement sensor assembly 500, mounted at different locations on the steering shaft 118. Figure 7 Also shown is a rotation sensor assembly 236 having a rotation sensor 240 selected from one or more of the following: optical rotation sensor, magnetic rotation sensor, capacitive rotation sensor, inductive rotation sensor, Hall effect rotation sensor, and rotary transformer. The steering assembly 100 also includes the rotation sensor assembly 236 configured to detect the relative rotational movement of the steering shaft 118 relative to the housing 102. The rotation sensor assembly 236 includes the rotation sensor 240 and a rotation sensor target 242.

[0041] Figure 8 This is another enlarged sectional view of a steering component 100 as shown in the example. Figure 8 yes Figure 2 The enlarged cross-sectional view is indicated by the dashed box labeled B2. In this view, the rotation sensor target 242 includes a target threaded portion 4316 configured to engage with the sleeve internal threaded portion 4302 of the rotor carrier sleeve 216.

[0042] Figure 9 This is a perspective sectional view of an example steering assembly 100. The steering assembly 100 includes a motor assembly 206 having a first motor 208 and a second motor 210. The steering assembly 100 also has a screw actuator 232 mounted in the same radial plane 4318 as an outer bearing 4314 and an end cup structure 4300.

[0043] Figure 10This is a perspective view of some components of an example steering assembly 100. These components include a rotor carrier sleeve 216 having a keyway 4306 configured to receive a key element 4312 configured to engage the inner surface of an outer bearing 4314 and align and maintain the position of the rotor carrier sleeve 216 relative to the outer bearing 4314.

[0044] Figure 11 This is a perspective view of a rotor-bearing sleeve 216 of an example steering assembly 100. The sleeve has an end cup structure 4300 with a shoulder 4308 configured to abut against and position an outer bearing 4314. The sleeve also includes an external threaded portion 4304 configured to engage with an external locking nut 4310.

[0045] Figure 12 This is a detailed sectional view of a steer-by-wire component 100 based on an example. Figure 12 yes Figure 2 The enlarged cross-sectional view is shown within the dashed box labeled B3. The steering assembly 100 includes a rotor carrier sleeve 216 operably coupled between a first rotor 214 and a second rotor 220 and a screw actuator 232. A motor assembly connector 2300 is configured to provide mechanical and electrical connections to both the first motor 208 and the second motor 210. In some examples, the motor assembly connector 2300 is configured to provide mechanical and electrical connections to both the first stator 212 and the second stator 218.

[0046] Figure 13 This is a cross-sectional view of an example motor assembly connector 2300. The motor assembly connector 2300 includes a connector body 2302 mounted between a first stator 212 and a second stator 218. The connector body 2302 is made of metal or rigid plastic, ensuring high strength and durability. The motor assembly connector 2300 also includes at least one assembly window 2304 exposing one or more stator terminals from the first stator 212 or the second stator 218 for brazing or soldering.

[0047] The motor assembly connector 2300 includes an electrical connection trace 2320 configured to electrically connect each terminal of the first stator 212 and the second stator 218 to the first ECU 200 and / or the second ECU 202. The steering assembly 100 also includes a rotation sensor assembly 236 configured to detect relative rotational movement of the rotor carrier sleeve 216 or other rotating component 118 relative to the housing 102; and a linear displacement sensor assembly 238 configured to detect relative linear movement of the steering shaft 118 relative to the housing 102.

[0048] Figure 14 This is a schematic diagram of an example linear displacement sensor assembly 238. The assembly includes a linear displacement sensor 244 and a linear displacement target 246. The linear displacement sensor 244 has a linear displacement sensor length 1302, and the linear displacement target 246 is configured to move between different positions along the linear displacement sensor length 1302. The linear displacement sensor 244 is configured to detect the linear position of the steering shaft 118 relative to the housing 102 along the longitudinal axis 104. The linear displacement sensor length 1302 is less than the threaded portion length 1300. A helical target guide rail 1306 is circumferentially wound around the steering shaft 118 and mounted on a guide sleeve 1308.

[0049] Figure 15a and Figure 15b This is a schematic diagram of another linear displacement sensor assembly 238 according to one example. The assembly includes a guide pin 1304 that is coupled to a linear displacement target 246 and configured to follow a target guide track 1306. The target guide track 1306 is helical, with a length equal to the length of the threaded portion 1300. The helical target guide track 1306 is located in a radial disc 1310 projecting circumferentially from the steering shaft 118 and mounted on a rotor bearing sleeve 216.

[0050] Back Figure 1 The steering component 100 will be discussed in more detail. Figure 1 A cross-sectional view of the steering assembly 100 is shown. The steering assembly 100 includes a housing 102, and one or more components of the steering assembly 100 are mounted within the housing 102. The steering assembly 100 is generally elongated and extends along a longitudinal axis 104. As discussed below, one or more components of the steering assembly 100 are aligned along the longitudinal axis 104.

[0051] like Figure 1 As shown, the steering assembly 100 is connected to the first tie rod 106 at the first steering assembly end 108 of the steering assembly 100. The steering assembly 100 is also connected to the second tie rod 110 at the second steering assembly end 112 of the steering assembly 100.

[0052] The steering assembly 100 is connected to the first tie rod 106 via a first tie rod connector 114. The steering assembly 100 is also connected to the second tie rod 110 via a second tie rod connector 116. In some examples, both the first tie rod connector 114 and the second tie rod connector 116 are ball joints.

[0053] Steering assembly 100 includes a steering shaft 118. Steering shaft 118 is configured to move in a straight direction relative to housing 102 along a longitudinal axis 104. In some examples, the longitudinal axis 104 of steering shaft 118 is aligned with, for example, coaxial with, the longitudinal axis 104 of steering assembly 100. In some other examples, the longitudinal axis of steering shaft 118 extends in a direction parallel to the longitudinal axis 104 of steering assembly 100.

[0054] The first bellows sleeve 120 and the second bellows sleeve 122 extend at the first steering assembly end 108 and the second steering assembly end 112, respectively, and cover the steering shaft 118. The first bellows sleeve 120 and the second bellows sleeve 122 protect the steering shaft 118, as well as the first tie rod connection 114 and the second tie rod connection 116, from dirt and debris. The first bellows sleeve 120 and the second bellows sleeve 122 are mounted to the housing 102 and allow relative movement of the first tie rod 106 and the second tie rod 110 relative to the housing 102, while maintaining a seal with the housing 102 and between the first tie rod 106 and the second tie rod 110.

[0055] First tie rod 106 and second tie rod 110 are respectively connected to a first tie rod end (not shown) and a second tie rod end (not shown). The first tie rod end and the second tie rod end are configured to pivotally connect to a first steering knuckle and a second steering knuckle, respectively; for example, this could be a ball joint (not shown). Tie rods and steering knuckles are known and will not be discussed further in detail.

[0056] like Figure 1 As shown, in some examples, housing 102 comprises multiple housing portions with different diameters. In some examples, these different housing portions are separate components and can be mounted on top of each other. This can make assembly during the manufacturing process easier. For example, an ECU housing (not shown) may optionally be mounted to housing 102.

[0057] like Figure 1 and Figure 2 The housing 102 shown includes a motor housing portion 124, a sensor housing portion 126, and a screw actuator housing portion 128. The motor housing portion 124 is connected to the screw actuator housing portion 128, and the screw actuator housing portion 128 is connected between the motor housing portion 124 and the sensor housing portion 126.

[0058] In some examples, the motor housing portion 124, the sensor housing portion 126, and the screw actuator housing portion 128 are a single, integral component. For example, the motor housing portion 124, the sensor housing portion 126, and the screw actuator housing portion 128 are cast or manufactured as a single part. In some other examples, the motor housing portion 124, the sensor housing portion 126, and the screw actuator housing portion 128 are separate housing elements, and each of the motor housing portion 124, the sensor housing portion 126, and the screw actuator housing portion 128 is fastened together by, for example, bolts, welds, or any other suitable fastening method.

[0059] In some examples, housing 102 includes a first housing cover 130 connected to motor housing portion 124 and a second housing cover 132 connected to sensor housing portion 126. In some examples, the first housing cover 130 and the second housing cover 132 are connected to housing 102 via bolts or other threaded fasteners. Preferably, the first housing cover 130 and the second housing cover 132 are removable from housing 102. This means that during maintenance of steering assembly 100, the components of steering assembly 100 can be accessed if necessary.

[0060] The housing 102 can be mounted to a vehicle structure (not shown), such as a chassis, via a first mounting connector and a second mounting connector (not shown). The first and second mounting connectors include fastener holes (not shown) configured to receive threaded fasteners, such as bolts. However, each of the first and second mounting connectors has two or more fastener holes. In this way, the first and second mounting connectors ensure that the steering assembly 100 is secured to the vehicle structure. The first and second mounting connectors relative to the housing 102 can be modified depending on the form, size, and shape of the vehicle structure and its mounting position on the vehicle structure. In some examples, three or more mounting connectors are preferred, such that the steering assembly 100 is secured in a plane relative to the vehicle structure.

[0061] In some examples, the vehicle is an electric vehicle, such as an electric sedan or an electric truck. In other examples, the vehicle is a vehicle with an internal combustion engine or any other type of motor vehicle. The steering assembly 100 discussed with reference to the accompanying drawings can be used in any suitable vehicle having at least one steerable wheel.

[0062] In some examples, the steering assembly 100 is a steer-by-wire steering assembly 100. The term "steer-by-wire" means that there is no mechanical linkage between user input, such as a steering wheel (not shown) or control input device, and the steering assembly 100. For example, the steering assembly 100 does not include a steering wheel connected to a rack and pinion mechanism (not shown).

[0063] Conversely, control commands are provided by one or more electronic control units (ECUs) 200, 202 configured to control the steering assembly 100. As described above, the first ECU 200 and the second ECU 202 are mounted in an ECU housing (not shown). In some examples, the ECU housing is mounted to housing 102. In some other examples, the ECU housing is mounted in a separate location on the steering assembly 100, or remotely from housing 102, and connected to the steering assembly 100 via data and power connections, as shown.

[0064] The first ECU 200 and the second ECU 202 can optionally be connected from the vehicle control unit (VCU) 204 (best shown in Figure 7 ) Receives control commands. For clarity, the data connection between the first ECU 200 and the second ECU 202 is not shown in the figure. In some less preferred examples, the steering assembly 100 may optionally be configured to receive control commands directly from the VCU 204, and ECUs 200 and 202 are not present.

[0065] In the following text, references to the steer-by-wire steering assembly 100 will use the term "steering assembly 100".

[0066] In some examples, the steering assembly 100 is controlled in response to control commands from user input, such as from an electrically connected steering wheel. Alternatively, other user input devices may be used with the steering assembly 100, such as a joystick or any other suitable user input control device.

[0067] Additionally or alternatively, the steering assembly 100 is controlled according to control commands received from the first ECU 200, the second ECU 202, or the VCU 204. For example, the steering assembly 100 may optionally be a sub-component of an autonomous vehicle. However, even if the steering assembly 100 is used in an autonomous vehicle, it may be preferable to allow control of the steer-by-wire steering assembly 100 from a user input device, such as an electrically connected steering wheel. This would allow for user-controlled testing and inspection of the steering assembly 100 in an autonomous vehicle on the road.

[0068] Turning Figure 2 The steering component 100 will be discussed in more detail.

[0069] The steering assembly 100 includes a motor assembly 206 having a first motor 208 and a second motor 210. The first motor 208 and the second motor 210 are mounted within a motor housing portion 124. In some examples, a first ECU 200 controls the first motor 208, and a second ECU 202 controls the second motor 210. Additionally or alternatively, the first motor 208 and / or the second motor 210 are configured to receive control commands from either the first ECU 200 or the second ECU 202, or the VCU 204. The control of the steering assembly 100 described below will refer to the first ECU 200 and the second ECU 202 issuing control commands to the first motor 208 and the second motor 210. The first ECU 200 is configured to issue control commands to the first motor 208 and / or the second motor 210. Similarly, the second ECU 202 is configured to issue control commands to the first motor 208 and / or the second motor 210. The first ECU 200 and the second ECU 202 may operate independently of each other, or alternatively, operate together in coordination. This means that the control functions discussed in this disclosure regarding the first ECU 200 also apply to the second ECU 202.

[0070] In some preferred embodiments, a first ECU 200 is configured to control a first motor 208, and a second ECU 202 is configured to control a second motor 210. The first ECU 200 and the second ECU 202 are connected to an ECU data connection unit 222 (best shown in...). Figure 7 The first ECU 200 and the second ECU 202 are connected and configured to communicate their operating states with each other via the ECU data connection unit 222. The first ECU 200 and the second ECU 202 are configured to send fault status to and receive fault status from another ECU 200, 202 and / or VCU 204. In this way, the first ECU 200 can determine whether a fault exists in the second ECU 202 or the second motor 210 based on system status messages from the second ECU 202. Similarly, the second ECU 202 can determine whether a fault exists in the first ECU 200 or the first motor 208 based on system status messages from the first ECU 200.

[0071] In the event of a fault or malfunction in, for example, the second ECU 202 or the second motor 210, the second ECU 202 either sends a system status message including a fault indication to the first ECU 200 or does not send a system status message. Upon receiving a system status message including a fault indication, or when the first ECU 200 determines that it has not received a system status message, the first ECU 200 determines that the second ECU 202 or the second motor 210 has faulted or malfunctioned. Accordingly, the first ECU 200 takes over full control of the steering assembly 100, and issues control commands to the first motor 208. In this way, when either the second ECU 202 or the second motor 210 fails, the first ECU 200 and the first motor 208 can still operate the steering assembly 100. The second ECU 202 includes functions similar to the first ECU 200 and is configured to take over full control of the steering assembly 100 if the second ECU 202 determines that the first ECU 200 or the first motor 208 has faulted.

[0072] The first motor 208 includes a first stator 212 and a first rotor 214. The term "motor" refers to a set of motor windings mounted in the stator, configured to rotate at least one rotor when energized. The first stator 212 includes one or more motor windings configured to rotate the first rotor 214 when energized. The first rotor 214 is mounted on a rotor carrier sleeve 216, and the rotor carrier sleeve 216 is configured to rotate when the first rotor 214 rotates. The first rotor 214 is fixed relative to the rotor carrier sleeve 216. In some examples, the first rotor 214 is press-fitted to the rotor carrier sleeve 216. In some alternative examples, a tolerance ring (not shown) is used instead of press-fitting. A tolerance ring may be advantageous because it is easier to install with less force, which reduces the risk of damage to the surface of the rotor carrier sleeve 216 during assembly.

[0073] The second motor 210 includes a second stator 218 and a second rotor 220. The second stator 218 includes one or more motor windings configured to rotate the second rotor 220 when energized. The second rotor 220 is also mounted on a rotor support sleeve 216, and the rotor support sleeve 216 is configured to rotate as the second rotor 220 rotates. The second rotor 220 is also fixed relative to the rotor support sleeve 216. In some examples, similarly, the second rotor 220 is press-fitted onto the rotor support sleeve 216.

[0074] In some other examples, the first rotor 214 and the second rotor 220 are integral with the rotor support sleeve 216. In this example, the first rotor 214, the second rotor 220, and the rotor support sleeve 216 are integral components.

[0075] In some other examples, motor assembly 206 includes only a first stator 212, which includes a first set of motor windings and a second set of motor windings. The first stator 212, having both the first and second sets of motor windings, is configured to rotate a first rotor 214 when either the first or second set of motor windings is energized. In this example, only a single first rotor 214 exists. In practice, either the first or second set of motor windings is configured to rotate the first rotor 214 when energized. In this example, the first motor 208 can be considered a combination of the first stator 212 with the first set of motor windings and the first rotor 214. The second motor 210 can be considered a combination of the first stator 212 with the second set of motor windings and the first rotor 214.

[0076] In another example, motor assembly 206 includes a first stator 212 comprising a first set of motor windings and a second set of motor windings coupled to a first rotor 214 and a second rotor 220. The first stator 212 having the first set of motor windings is configured to rotate the first rotor 214 when energized. The first stator 212 having the second set of motor windings is configured to rotate the second rotor 220 when energized. In this example, a first motor 208 can be considered as a combination of a first stator 212 with the first set of motor windings and a first rotor 214. A second motor 210 can be considered as a combination of a first stator 212 with the second set of motor windings and a second rotor 220. In another example, motor assembly 206 includes a first stator 212 comprising a first plurality of motor windings 3312 and a second plurality of motor windings 3314 coupled to the first rotor 214 and the second rotor 220. A first stator 212 having a first plurality of motor windings 3312 is configured to rotate a first rotor 214 when energized. A first stator 212 having a second plurality of motor windings 3314 is configured to rotate a second rotor 220 when energized. In this example, the first motor 208 can be considered as a combination of the first stator 212 with the first plurality of motor windings 3312 and the first rotor 214. The second motor 210 can be considered as a combination of the first stator 212 with the second plurality of motor windings 3314 and the second rotor 220.

[0077] In other examples, the first motor 208 and the second motor 210 may have any suitable number of groups of motor windings, such as two, three, or four groups, and the motor windings may be multiphase, such as three-phase or six-phase.

[0078] It should be noted that the previously discussed motor assembly 206 and variations of the first motor 208 and the second motor 210, as well as the arrangement of the first stator 212 and the second stator 218 with the first rotor 214 and the second rotor 220, are applicable to any example discussed with reference to the accompanying drawings.

[0079] In some examples, the first motor 208 and the second motor 210 are induction motors. In other examples, the first motor 208 and the second motor 210 are any other suitable type of electric motor, such as a brushless DC motor (BLDC), a synchronous motor, a three-phase induction motor, etc.

[0080] We will now discuss in more detail how Figure 2 The preferred example shown is that the first motor 208 includes a first stator 212 and a first rotor 214, and the second motor 210 includes a second stator 218 and a second rotor 220.

[0081] In this manner, the second motor 210 or the first motor 208 is configured to rotate the rotor carrier sleeve 216. Accordingly, the second motor 210 or the first motor 208 is configured to provide torque and speed to the rotor carrier sleeve 216. For example, if one of the first motor 208 or the second motor 210 fails, the other of the first motor 208 or the second motor 210 can still rotate the rotor carrier sleeve 216. "Failure" refers to any situation related to the operation of the ECU, sensor, or motor. For example, the second ECU 202, the second motor 210, or one or more sensors may fail. Then, the portion of the steering assembly 100 including the second ECU 202 and the second motor 210 is shut down, and the first ECU 200 is configured to provide function by issuing control commands to the first motor 208. This means that the steering assembly 100 can operate even if one of the first motor 208 or the second motor 210 is not operating. Therefore, this provides fail-safe redundancy.

[0082] although Figure 2 The diagram shows a first motor 208 and a second motor 210 in the steering assembly 100, but in other examples, any suitable number of motors can be installed within the motor housing portion 124. Furthermore, as previously mentioned, multiple sets of motor windings are possible. This means that in some examples, there can be one physical motor but multiple separate electric motor circuits, providing individual motor functions. For example, there could be three motors, four motors, etc. Figure 2 The first motor 208 and the second motor 210 shown are adjacent to each other within the motor housing portion 124. A stator spacer (not shown) is optionally mounted on the steering shaft 118 to ensure that the first motor 208 and the second motor 210 do not interfere with each other when actuated. However, the stator spacer is not necessary and is not shown in the figure.

[0083] In some examples, the first stator 212 and the second stator 218 are press-fitted into the motor housing portion 124. The press-fit provides an interference fit between the first stator 212 and the second stator 218 and the motor housing portion 124. This means that the friction between the first stator 212, the second stator 218, and the motor housing portion 124 ensures that the first stator 212, the second stator 218, and the motor housing portion 124 are fixed relative to each other.

[0084] As described above, in some examples, the first rotor 214 and the second rotor 220 are press-fitted onto the rotor support sleeve 216. The first rotor 214 and the second rotor 220 are separated on the rotor support sleeve 216 via an optional rotor spacer (not shown). The rotor spacer may also be press-fitted onto the rotor support sleeve 216 between the first rotor 214 and the second rotor 220 to ensure separation between the first rotor 214 and the second rotor 220. However, the rotor spacer is not necessary and is not shown in the figures.

[0085] The term "press fit" used to describe the accompanying drawings provides a connection between two parts with an interference fit. This means that the connection between the two parts generates sufficient friction to fix the two parts relative to each other. However, in some other examples, any other suitable method can be used to fix the two parts relative to each other, such as tolerance rings, welding, adhesives, bonding, bolting, interlocking features, etc.

[0086] The rotor support sleeve 216 is an elongated tube extending along the longitudinal axis 104. The rotor support sleeve 216 is rotatable about the steering shaft 118. The rotor support sleeve 216 and the steering shaft 118 are coaxial. The first sleeve end 224 of the rotor support sleeve 216 is rotatably mounted to the housing 102 via a rotor support sleeve bearing 226. In some examples, the rotor support sleeve bearing 226 is press-fitted onto the rotor support sleeve 216, and the rotor support sleeve bearing 226 is press-fitted into a mating bearing groove 228 in the first housing cover 130.

[0087] The second sleeve end 230 of the rotor bearing sleeve 216 is connected to the screw actuator 232. The screw actuator 232 is mounted in the screw actuator housing portion 128.

[0088] Screw actuator 232 is configured to engage with a threaded portion 234 on steering shaft 118. When screw actuator 232 rotates, it is configured to linearly displace steering shaft 118 along longitudinal axis 104. Depending on the direction of rotation of screw actuator 232, steering shaft 118 moves either toward the first steering assembly end 108 or toward the second steering assembly end 112. Accordingly, the torque, direction, and speed of rotation of the first motor 208 and / or the second motor 210 determine the speed, direction, and magnitude of the linear displacement of steering shaft 118.

[0089] like Figure 2 As shown, in some examples, the screw actuator 232 is a ball screw actuator 232. In some other examples, the screw actuator 232 is a roller screw actuator (not shown) configured to engage with the threaded portion 234. In some other examples, the screw actuator 232 is any suitable rotary mechanism configured to engage with one or more portions of the grooves of the threaded portion 234 while rotating.

[0090] To enable the first ECU 200 and the second ECU 202 to determine the state of one or more components of the steering assembly 100, the steering assembly 100 includes a plurality of sensors connected to the first ECU 200 and the second ECU 202. Each of the plurality of sensors is configured to generate and transmit signals, based on which the first ECU 200 and / or the second ECU 202 determine the linear displacement of the steering shaft 118 relative to the housing 102.

[0091] The different sensor arrangements in the steering assembly 100 that provide sensor redundancy and allow for fault-tolerant operation will now be discussed.

[0092] In some examples, the sensor housing portion 126 includes at least one rotary sensor assembly 236 configured to detect the relative rotational movement of the rotor-bearing sleeve 216 relative to the housing 102 or the sensor housing portion 126.

[0093] like Figure 2 As shown, the first rotation sensor assembly 236 is configured to detect rotational movement of the rotor-bearing sleeve 216. In some alternative examples, the first rotation sensor assembly 236 is mounted to detect rotational movement of one or more other rotating components, such as the first rotor 214 or the second rotor 220. The first rotation sensor assembly 236 includes a rotation sensor 240 configured to detect relative rotational movement of the rotation sensor target 242. In some examples, the rotation sensor 240 is a Hall sensor.

[0094] Alternatively, at least one rotation sensor 240 may be any other suitable sensor configured to detect the relative movement of the rotor-bearing sleeve 216 relative to the housing 102. For example, at least one rotation sensor 240 may be an optical sensor configured to detect markings on the rotor-bearing sleeve 216. In some other examples, at least one rotation sensor 240 may be an inductive sensor (not shown) comprising a rotating target (not shown) mounted to the rotor-bearing sleeve 216. The inductive sensor is configured to generate an EMF, such as eddy currents, when the rotating target moves through a coil in the inductive sensor.

[0095] Linear displacement sensor assembly

[0096] In some examples, the steering assembly 100 includes at least one linear displacement sensor assembly 238 mounted on the steering shaft 118. The at least one linear displacement sensor assembly 238 is configured to detect the relative linear movement or position of the steering shaft 118 relative to the housing 102 in a direction along the longitudinal axis 104. In some examples, the at least one linear displacement sensor assembly 238 is configured to continuously detect the linear displacement of the steering shaft 118 throughout its entire possible range of motion. This means that the first ECU 200 or the second ECU 202 is configured to continuously determine the absolute linear displacement of the steering shaft 118 based on signals received from the at least one linear displacement sensor assembly 238.

[0097] In some examples, the linear displacement sensor assembly 238 is mounted on one side of the steering assembly 100. In some examples, the linear displacement sensor assembly 238 includes a linear displacement sensor portion 244 and a linear displacement target portion 246. The linear displacement sensor portion 244 is configured to detect the relative motion of the linear displacement target portion 246 with respect to it. In some examples, the linear displacement target portion 246 is mounted on the steering shaft 118, and the linear displacement sensor portion 244 is mounted on the housing 102. In some other examples, the linear displacement target portion 246 is mounted on the housing 102, and the linear displacement sensor portion 244 is mounted on the steering shaft 118.

[0098] In some examples, the linear displacement sensor assembly 238 includes one or more of the following: an optical sensor, a linear resistive sensor, a linear Hall effect sensor, a linear voltage displacement sensor, a linear potentiometer, a potentiometer-type linear sensor, or a Hall effect sensor.

[0099] In some examples, the linear displacement sensor portion 244 and the linear displacement target portion 246 are configured to provide high accuracy and reliability in detecting relative motion of the steering shaft 118. The linear displacement sensor portion 244 may include a linear displacement sensor, such as a potentiometer, Hall effect sensor, or optical encoder, capable of detecting the position of the linear displacement target portion 246 relative to the linear displacement sensor portion 244. The linear displacement target portion 246 may be mounted on the steering shaft 118 or the sensor housing 316, depending on the specific configuration of the sensor assembly 238.

[0100] The linear displacement sensor portion 244 and the linear displacement target portion 246 can be arranged in various configurations to optimize the performance of the sensor assembly 238. For example, the linear displacement sensor portion 244 may be mounted on the housing 102, while the linear displacement target portion 246 may be mounted on the steering shaft 118 or the sensor housing 316. Alternatively, the linear displacement sensor portion 244 may be mounted on the steering shaft 118 or the sensor housing 316, while the linear displacement target portion 246 may be mounted on the housing 102. In either configuration, the linear displacement sensor portion 244 and the linear displacement target portion 246 are arranged such that they are capable of detecting the relative movement of the steering shaft 118 relative to the housing 102.

[0101] like Figures 3 to 6 As shown, in some examples, one of the linear displacement sensor portion 244 and the linear displacement target portion 246 is mounted in a sensor housing 316 fixed relative to the steering shaft 118. The sensor housing 316 may be configured to slide within a sensor channel 302 in the housing 102, which restricts movement of the sensor housing 316 and the steering shaft 118 in a direction parallel to the longitudinal axis 104. This configuration ensures that the linear displacement sensor portion 244 and the linear displacement target portion 246 maintain consistent and accurate alignment of the steering assembly 100 with the steering-by-wire system during operation. One of the linear displacement sensor portion 244 and the linear displacement target portion 246 is wholly or partially mounted in the sensor housing 316. This means that the linear displacement sensor portion 244 and the linear displacement target portion 246 can be completely within the sensor housing 316 or partially protrude from it.

[0102] The sensor housing 316 can be mounted on the steering shaft 118 in various ways, such as by set screws, press fitting, or welding. This allows the sensor housing 316 to be securely attached to the steering shaft 118, ensuring that the linear displacement sensor portion 244 and the linear displacement target portion 246 remain in the correct position relative to each other during operation of the wire-controlled steering assembly 100.

[0103] The use of sensor housing 316 and sensor channel 302 in the steer-by-wire assembly 100 offers several advantages. First, sensor housing 316 and sensor channel 302 help protect the linear displacement sensor portion 244 and the linear displacement target portion 246 from damage due to external forces or debris. Second, sensor housing 316 and sensor channel 302 ensure that the linear displacement sensor portion 244 and the linear displacement target portion 246 maintain consistent and accurate alignment during operation of the steer-by-wire assembly 100 by preventing the steering shaft 118 from rotating about the longitudinal axis 104. Finally, sensor housing 316 and sensor channel 302 provide a simple and effective way to mount the linear displacement sensor portion 244 and the linear displacement target portion 246 onto the steering shaft 118, which simplifies the assembly and maintenance of the steer-by-wire assembly 100.

[0104] In some examples, the sensor channel 302 is located within the housing sleeve portion 300 of the housing 102. From Figure 1 As can be seen, the housing sleeve portion 300 protrudes from one side of the housing 102. The housing sleeve portion 300 can be designed to protect the linear displacement sensor assembly 238 and other components of the steer-by-wire assembly 100 from external factors such as dust, debris, and moisture. The housing sleeve portion 300 can be made of a variety of materials, such as metal, plastic, or composite materials, depending on the specific requirements of the application. In practice, the housing sleeve portion 300 can be made of the same material as the housing 102.

[0105] The sensor channel 302 may be integrally formed with the housing sleeve portion 300, or it may be formed as a separate component attached to the housing sleeve portion 300. In some examples, as described in more detail below, the sensor channel 302 may be formed by a mounting assembly 306 fixed to the housing sleeve portion 300.

[0106] In some examples, sensor channel 302 includes a first channel engagement surface 304 and a second channel engagement surface 324. These engagement surfaces are configured to engage with corresponding first housing engagement surfaces 318 and 326 of sensor housing 316. This engagement ensures that sensor housing 316 and steering shaft 118 are constrained in a direction parallel to longitudinal axis 104, thereby providing accurate and reliable detection of movement of steering shaft 118.

[0107] The first channel engagement surface 304 can be configured to engage with the first housing engagement surface 318 when the screw actuator 232 rotates in the first direction, while the second channel engagement surface 324 can be configured to engage with the second housing engagement surface 326 when the screw actuator 232 rotates in the second direction. This engagement configuration ensures that the sensor housing 316 and the steering shaft 118 are constrained in both directions of motion, preventing the steering shaft 118 from rotating about the longitudinal axis 104.

[0108] In some examples, sensor channel 302 may include additional mating surfaces or features to further constrain the movement of sensor housing 316 and steering shaft 118. These additional features may include, for example, guide rails, grooves, or other structures that help maintain the alignment and stability of sensor housing 316 and steering shaft 118 during operation.

[0109] In one example, the steer-by-wire steering assembly 100 includes a mounting assembly 306 fixed to a housing sleeve portion 300. The mounting assembly 306 includes at least one elongated guide rail 308 that defines a sensor channel 302 when mounted to the housing sleeve portion 300. The elongated guide rail 308 may be made of a low-friction, wear-resistant material, such as nylon, Delrin, PTFE (polytetrafluoroethylene), UHMW (ultra-high molecular weight polyethylene), acetal, aluminum, steel, titanium, or a composite material. The elongated guide rail 308 may also be coated with a low-friction material, such as Teflon, silicone, graphite, molybdenum disulfide, polyurethane, or polyethylene, to reduce friction between the sensor housing 316 and the elongated guide rail 308 during operation.

[0110] In some examples, mounting assembly 306 further includes a fastener 310 configured to clamp at least one elongated guide rail 308 to the inner surface of housing sleeve portion 300. Fastener 310 may include screws, bolts, or other suitable fastening devices. Fastener 310 may include a projecting flange 314 configured to engage a shoulder 312 on the elongated guide rail 308. This engagement ensures a secure connection between the elongated guide rail 308 and housing sleeve portion 300, preventing undesirable movement or dislodgement of the elongated guide rail 308 during operation. In some examples, fastener 310 is a threaded fastener that engages with a mating threaded hole in housing sleeve portion 300. Threaded fastener 310 may include a “T-shaped” cross-section to provide the projecting flange 314.

[0111] Mounting assembly 306 can be configured to allow for easy installation and removal of the slender guide rail 308, thereby facilitating maintenance and replacement of the slender guide rail 308 when necessary. This modular design improves the overall reliability and maintainability of the steer-by-wire assembly 100.

[0112] At least one elongated guide rail 308 defines a sensor channel 302 when mounted to the housing sleeve portion 300. As discussed above, the sensor channel 302 is configured to receive the sensor housing 316 and restrict the movement of the sensor housing 316 and the steering shaft 118 in a direction parallel to the longitudinal axis 104. This constraint ensures proper linear movement of the steering shaft 118 and prevents undesirable rotation of the steering shaft 118 during operation.

[0113] In some examples, the elongated guide rail 308 may be shaped to provide a smooth and continuous surface along which the sensor housing 316 slides, thereby minimizing friction and wear between the sensor housing 316 and the elongated guide rail 308. This improves the overall performance and lifespan of the steer-by-wire assembly 100.

[0114] The slender guide rail 308 can also be designed to provide shock protection to the sensor assembly 238, preventing damage to the linear displacement sensor portion 244 and the linear displacement target portion 246 during operation. This further enhances the reliability and durability of the steer-by-wire assembly 100.

[0115] In one example, the sensor target housing 316 includes a shaft engagement sleeve 320 configured to mount around the steering shaft 118. Together with the shaft engagement sleeve 320, the sensor target housing 316 provides an anti-rotation mechanism for the steering shaft 118. Because the sensor target housing 316 is configured to slide within the sensor channel 302, this prevents rotation of the steering shaft 118 and ensures its correct linear movement along the longitudinal axis 104.

[0116] In some examples, the shaft engagement sleeve 320 is designed to be mounted on the steering shaft 118 using various methods, such as set screws, press fitting, or welding. The shaft engagement sleeve 320 is fixed relative to the steering shaft 118 such that when the steering shaft 118 moves, the sensor target housing 316 also moves accordingly. This configuration ensures that the sensor assembly 238 accurately detects the relative movement of the steering shaft 118 relative to the housing 102.

[0117] The shaft engagement sleeve 320 may comprise a low-friction material, such as nylon, Delrin, PTFE (polytetrafluoroethylene), UHMW (ultra-high molecular weight polyethylene), acetal, aluminum, steel, titanium, or a composite material, to reduce friction between the shaft engagement sleeve 320 and the sensor channel 302. This reduction in friction improves the accuracy and reliability of the sensor assembly 238 and reduces wear on components. However, this is optional, as the shaft engagement sleeve 320 may not engage with the sensor channel 302. In other words, in some examples, only the surface of the sensor target housing 316 engages with the sensor channel 302.

[0118] In some examples, the shaft engagement sleeve 320 includes a central bore 322 configured to receive the steering shaft 118. The central bore 322 allows the steering shaft 118 to be inserted into the shaft engagement sleeve 320, ensuring a robust and stable connection between the steering shaft 118 and the sensor target housing 316.

[0119] The center hole 322 can be designed to precisely mate with the steering shaft 118, ensuring that the shaft engagement sleeve 320 remains securely attached to the steering shaft 118 during operation. This secure attachment helps maintain the accuracy and reliability of the sensor assembly 238 by preventing unwanted movement or rotation of the steering shaft 118 relative to the sensor target housing 316.

[0120] In summary, the shaft engagement sleeve 320 and the center hole 322 provide a robust and stable connection between the steering shaft 118 and the sensor target housing 316, ensuring accurate and reliable detection of the relative movement of the steering shaft 118 relative to the housing 102.

[0121] In one example, such as Figures 3 to 6 As shown, the steer-by-wire steering assembly 100 includes a dual-sensor assembly configuration, comprising a first sensor assembly 238 and a second sensor assembly 500 (best shown in...). Figure 5 The dual-sensor assembly configuration provides redundancy and increased reliability in detecting the relative movement of the steering shaft 118 relative to the housing 102. This redundancy helps ensure the proper functioning of the steer-by-wire steering assembly 100 and reduces the risk of failure or malfunction.

[0122] In some examples, the first sensor assembly 238 and the second sensor assembly 500 are identical in design and function. Each sensor assembly 238, 500 includes linear displacement sensor portions 244, 244b and linear displacement target portions 246, 246b, configured to detect relative motion of the steering shaft 118 relative to the housing 102. The linear displacement sensor portions 244, 244b and the linear displacement target portions 246, 246b may be mounted in a sensor housing 316 fixed relative to the steering shaft 118. As described in previous sections, the sensor housing 316 may be configured to slide within a sensor channel 302 in the housing 102.

[0123] In one example, the first sensor assembly 238 and the second sensor assembly 500 are linear displacement sensor assemblies 238 and 500 as previously discussed. The linear displacement sensor assemblies 238 and 500 are configured to detect linear movement of the steering shaft 118 along the longitudinal axis 104 when the screw actuator 232 rotates. Using multiple linear displacement sensor assemblies 238 and 500 provides accurate and precise measurement of the movement of the steering shaft 118, which is crucial for the proper functioning of the steer-by-wire assembly 100. This also increases the redundancy of the steer-by-wire assembly 100.

[0124] In some examples, the first sensor assembly 238 and the second sensor assembly 500 are mounted at different locations on the steering shaft 118. This arrangement provides additional redundancy and reliability in detecting the relative movement of the steering shaft 118 relative to the housing 102. By mounting the sensor assemblies 238 at different locations on the steering shaft 118, the steer-by-wire steering assembly 100 can continue to operate even if one of the sensor assemblies 238 fails or malfunctions.

[0125] Both the first sensor housing 316 and the second sensor target housing 502 are connected to the shaft engagement sleeve 320. The shaft engagement sleeve 320 is configured to be mounted around the steering shaft 118, as previously discussed. The first sensor housing 316 and the second sensor target housing 502 are each configured to slide within a sensor channel 302. For clarity, only one sensor channel 302 is labeled in the figure. Nevertheless, both the first sensor housing 316 and the second sensor target housing 502 are configured to restrict the rotation of the steering shaft 118 about the longitudinal axis 104.

[0126] In some examples, the first sensor housing 316 and the second sensor target housing 502 are mounted diametrically opposite each other on the steering shaft 118. However, in other examples, the first sensor housing 316 and the second sensor target housing 502 may be mounted around the steering shaft 118 at different circumferential intervals, such as 90 degrees or 120 degrees. In other examples, any number of sensor housings 316 may be mounted on the steering shaft 118 to prevent its rotation. In other examples, the first sensor housing 316 may include a linear displacement sensor assembly 238, while the second sensor target housing 502 does not contain a linear displacement sensor assembly 238. In this case, the second sensor target housing 502 serves to assist the anti-rotation function of the first sensor housing 316.

[0127] In summary, the construction and installation of the dual sensor assemblies 238 and 500 in the steer-by-wire assembly 100 provide redundancy and increased reliability in detecting the relative movement of the steering shaft 118 relative to the housing 102. Using the same sensor assemblies 238 installed at different locations on the steering shaft 118 ensures the proper functioning of the steer-by-wire assembly 100 and reduces the risk of malfunction or failure.

[0128] Rotary sensor assembly

[0129] Now refer to Figure 2 as well as Figures 8 to 11 The rotation sensor assembly 236 will be discussed in more detail.

[0130] In one example, the steer-by-wire steering assembly 100 includes a rotor carrier sleeve 216 operatively coupled between a motor assembly 206 and a screw actuator 232. The rotor carrier sleeve 216 is configured to rotate about a longitudinal axis 104, allowing rotational motion to be transmitted from the motor assembly 206 to the screw actuator 232. The rotor carrier sleeve 216 includes an end cup structure 4300 configured to receive the screw actuator 232, such as a ball screw nut 232.

[0131] In some examples, the end cup structure 4300 of the rotor carrier sleeve 216 includes an internal threaded portion 4302 and an external threaded portion 4304. The internal threaded portion 4302 is configured to engage with the rotation sensor target 242, while the external threaded portion 4304 is configured to engage with the external locking nut 4310.

[0132] In one example, the rotary sensor target 242 includes a target threaded portion 4316 configured to engage with the internal threaded portion 4302 of the rotor carrier sleeve 216. This engagement allows the rotary sensor target 242 to be securely mounted on the rotor carrier sleeve 216 and to secure the screw actuator 232 relative to the rotor carrier sleeve 216. The engagement between the external threaded portion 4304 of the sleeve and the external locking nut 4310 enables the rotor carrier sleeve 216 to be clamped to the external bearing 4314, ensuring a strong and stable connection between these components.

[0133] Although the accompanying drawings show the rotary sensor target 242 threadedly mounted to the rotor support sleeve 216, the rotary sensor target 242 can be mounted to the rotor support sleeve 216 by any suitable means. For example, the rotary sensor target 242 can be press-fitted into the end cup structure 4300 of the rotor support sleeve 216. Alternatively, the rotary sensor target 242 can be welded or bonded to the end cup structure 4300 of the rotor support sleeve 216.

[0134] Therefore, the rotary sensor target 242 is configured to be mounted on the rotor support sleeve 216, and a screw actuator 232 is engaged between the rotary sensor target 242 and the rotor support sleeve 216, and the screw actuator 232 is fixed relative to the rotor support sleeve 216.

[0135] In some examples, the rotor carrier sleeve 216 may include a keyway 4306 configured to receive a key element 4312. The key element 4312 is designed to engage the inner surface of the outer bearing 4314 and to align and maintain the position of the rotor carrier sleeve 216 relative to the outer bearing 4314.

[0136] In one example, key element 4312 engages keyway 4306 in rotor carrier sleeve 216 and screw actuator 232, thereby holding screw actuator 232, rotor carrier sleeve 216, and outer bearing 4314 fixed relative to each other. This configuration ensures proper alignment and positioning of the internal components of the steer-by-wire steering assembly 100, contributing to the overall stability and performance of the steering assembly 100.

[0137] The integration of the keyway 4306 and key element 4312 in the rotor carrier sleeve 216 offers several advantages. For example, it simplifies the assembly process by reducing the number of individual parts required for alignment and positioning. Additionally, it enhances the overall stability and performance of the steer-by-wire assembly 100 by ensuring that the screw actuator 232, rotor carrier sleeve 216, and outer bearing 4314 remain fixed relative to each other during operation.

[0138] In one or more examples, the steer-by-wire assembly 100 includes a rotation sensor assembly 236 designed to measure and detect the relative rotational motion of a rotation sensor target 242. The rotation sensor assembly 236 includes a rotation sensor 240 and a rotation sensor target 242 configured to work together to detect the relative rotational motion of the rotation sensor target 242.

[0139] In one or more examples, the rotary sensor 240 may be selected from one or more types of rotary sensors, including but not limited to optical rotary sensors, magnetic rotary sensors, capacitive rotary sensors, inductive rotary sensors, Hall effect rotary sensors, and rotary transformers. Each of these types of rotary sensors has its own unique advantages and characteristics, which may be suitable for different applications and requirements in the steer-by-wire steering assembly 100.

[0140] For example, optical rotation sensors use light to detect the relative rotational motion of the rotation sensor target 242. These sensors are known for their high resolution and high accuracy, making them suitable for applications requiring precise measurements.

[0141] On the other hand, the magnetic rotation sensor uses a magnetic field to detect the relative rotational motion of the rotation sensor target 242. These sensors are known for their ruggedness and ability to operate in harsh environments, making them suitable for applications where the steer-by-wire steering assembly 100 may be exposed to extreme conditions.

[0142] Capacitive rotary sensors utilize changes in capacitance to detect the relative rotational motion of the rotary sensor target 242. These sensors are known for their ability to operate over a wide range of temperature and humidity levels, making them suitable for applications where the steer-by-wire steering assembly 100 may be exposed to varying environmental conditions.

[0143] Inductive rotary sensors utilize changes in inductance to detect the relative rotational motion of the rotary sensor target 242. These sensors are known for their ability to operate in the presence of dirt, dust, and other contaminants, making them suitable for applications where the steer-by-wire steering assembly 100 may be exposed to dirty or dusty environments.

[0144] Hall effect rotary sensors utilize changes in magnetic fields to detect the relative rotational motion of the rotary sensor target 242. These sensors are known for their ability to operate over a wide temperature range and their wear resistance, making them suitable for applications where the steer-by-wire steering assembly 100 may be exposed to varying temperatures and prolonged use.

[0145] The rotary transformer sensor uses the amplitude and phase changes of the input signal to detect the relative rotational motion of the rotary sensor target 242. These sensors are known for their high accuracy and ability to operate in harsh environments, making them suitable for applications where the steer-by-wire steering assembly 100 may be exposed to extreme conditions.

[0146] In one or more examples, the rotation sensor 240 is configured to detect the relative rotational movement of a rotation sensor target 242 mounted on a rotor support sleeve 216. The rotation sensor target 242 may include a target threaded portion 4316 configured to engage with an internal threaded portion 4302 of the rotor support sleeve 216. This engagement allows the rotation sensor target 242 to be fixed relative to the rotor support sleeve 216, enabling the rotation sensor 240 to accurately detect the relative rotational movement of the rotation sensor target 242.

[0147] The detection of the relative rotational motion of the rotation sensor target 242 by the rotation sensor 240 provides valuable information about the position and movement of the steering shaft 118 in the steer-by-wire assembly 100. This information can be used to control the operation of the motor assembly 206 and the screw actuator 232, ensuring precise control of the steering shaft 118, and ultimately ensuring precise control of the vehicle's steering.

[0148] The use of the rotation sensor assembly 236 in the steering assembly 100 with in-line steering offers several advantages. For example, the ability to accurately detect the relative rotational motion of the rotation sensor target 242 allows for precise control of the steering shaft 118, improving the overall performance and safety of the vehicle. Additionally, the integration of the rotation sensor target 242 with the rotor carrier sleeve 216 and the screw actuator 232 reduces the overall size and complexity of the steering assembly 100, making it more compact and easier to manufacture and assemble.

[0149] In one example, the steer-by-wire steering assembly 100 includes a screw actuator 232, an outer bearing 4314, and an end cup structure 4300, all mounted within the same radial plane 4318. This configuration allows for a more compact and efficient design because the components are positioned close to each other, reducing the overall size and complexity of the steering assembly 100.

[0150] In some examples, the screw actuator 232 is fully mounted within the end cup structure 4300 of the rotor carrier sleeve 216. The end cup structure 4300 is configured to receive the screw actuator 232 and provide a robust and stable connection between the screw actuator 232 and the rotor carrier sleeve 216. An outer bearing 4314 is mounted around the rotor carrier sleeve 216 and positioned within the same radial plane 4318 as the screw actuator 232 and the end cup structure 4300. This arrangement allows for a more compact design because the components are closely aligned and integrated with each other.

[0151] The end cup structure 4300 may include a cup shoulder 4308 configured to abut against and position the outer bearing 4314. This configuration ensures that the outer bearing 4314 is properly aligned with and held in place relative to the rotor bearing sleeve 216, providing a stable and robust connection between the components.

[0152] In some examples, the screw actuator 232 is a ball screw nut 232, whose length is reduced from 10 full rotations of the engaging balls to 6 rotations. This reduction in length allows sufficient force to still be transmitted between the ball screw actuator 232 and the threaded surface of the steering shaft 118, while reducing the longitudinal length of the actuator. This reduced length contributes to the overall compactness and efficiency of the steer-by-wire assembly 100, as it allows for a smaller, more streamlined design.

[0153] As described above, the ball screw nut 232 can be fully held within the end cup structure 4300 of the rotor bearing sleeve 216, further contributing to the compactness of the steer-by-wire assembly 100. This configuration ensures that the ball screw nut 232 is securely held in place and properly aligned with the other components of the steer-by-wire assembly 100.

[0154] In some examples, the steer-by-wire assembly 100 may include additional features and components that further enhance the functionality and efficiency of the steer-by-wire assembly 100. These optional features may include various locking mechanisms, dual-function components, and other elements that help reduce the size and complexity of the steering assembly 100.

[0155] The engagement between the rotary sensor target 242 and the rotor carrier sleeve 216 provides a locking engagement via their respective target threaded portions 4316 and sleeve internal threaded portions 4302. This locking engagement secures the rotary sensor target 242 to the rotor carrier sleeve 216 and serves to secure the screw actuator 232 relative to the rotor carrier sleeve 216. This dual function of the rotary sensor target 242 as a locking nut for both the sensor target and the screw actuator 232 helps reduce the overall size and complexity of the steering assembly 100.

[0156] In some examples, alternative locking mechanisms can be used to secure the screw actuator 232 within the end cup structure 4300 of the rotor carrier sleeve 216. For example, a spline (not shown) on the outer surface of the end cup structure 4300 can be used to engage with a corresponding spline on the screw actuator 232. Alternatively, a press-fit or threaded insert can be used to secure the screw actuator 232 within the end cup structure 4300.

[0157] Motor component connector

[0158] In one example, the motor assembly 206 of the steer-by-wire steering component 100 includes a first motor 208 and a second motor 210, both mounted within the housing 102. The first motor 208 includes a first stator 212 and a first rotor 214, while the second motor 210 includes a second stator 218 and a second rotor 220. The motor assembly 206 can be designed to provide precise and efficient control of the movement of the steering shaft 118, ensuring smooth and accurate steering performance.

[0159] In one example, the motor assembly connector 2300 is designed to provide both mechanical and electrical connections between the first stator 212 and the second stator 218 of the motor assembly 206. This configuration simplifies the assembly process and ensures proper alignment and a secure connection between the stators. The motor assembly connector 2300 may include various features and components to facilitate these connections, as described in the following subsections.

[0160] In some examples, the motor assembly connector 2300 includes a connector body 2302 mounted between the first stator 212 and the second stator 218. The connector body 2302 may be made of metal or rigid plastic, ensuring high strength and durability. The use of such materials provides a robust and reliable connection between the motor stators, which is essential for the proper functioning of the steer-by-wire assembly 100.

[0161] In one example, the motor assembly connector 2300 includes at least one assembly window 2304 that exposes one or more stator terminals of the first stator 212 or the second stator 218 for brazing or soldering. The assembly window 2304 is positioned on the connector body 2302 and aligned with the stator terminals, facilitating easy access for brazing or soldering processes. This design ensures a robust electrical connection between the motor stator and the connector, reduces the risk of loosening or disconnection, and improves the overall efficiency and reliability of the system.

[0162] In some examples, the motor assembly connector 2300 may include at least one temperature sensor configured to monitor the temperature between the first stator 212 and / or the second stator 218. Spatial alignment of the temperature sensor with the stator coils provides accurate temperature readings and ensures safe operation by preventing the motor stator from overheating.

[0163] In one example, the motor assembly connector 2300 includes a first temperature sensor 2306 and a second temperature sensor 2308. The first temperature sensor 2306 is configured to detect the temperature of the first stator 212, and the second temperature sensor 2308 is configured to detect the temperature of the second stator 218. These temperature sensors are integrated with the motor assembly connector 2300 and connected to a first electronic control unit (ECU) 200 and a second electronic control unit (ECU) 202 to provide real-time temperature monitoring and control for the steer-by-wire steering assembly 100.

[0164] In some examples, the motor assembly connector 2300 may include at least one alignment lug 2310, 2312 configured to provide mechanical engagement between the motor assembly connector 2300 and the first stator 212 and the second stator 218. The alignment lug ensures proper mating between the connector and the motor stator, prevents misassembly, and maintains correct alignment.

[0165] In one example, the alignment lugs include a first alignment lug 2310 and a second alignment lug 2312. The first alignment lug 2310 is mounted on the motor assembly connector 2300 and configured to align with a first lug recess on the first stator 212. The second alignment lug 2312 is mounted on the motor assembly connector 2300 and configured to align with a second lug recess on the second stator 218. The first alignment lug 2310 may have a different shape and / or orientation than the second alignment lug 2312, ensuring that the first stator 212, the second stator 218, and the motor assembly connector 2300 can only be assembled together in one orientation. This arrangement simplifies the assembly process and reduces the risk of incorrect assembly or misalignment.

[0166] Overall, the motor assembly connector 2300 and its components play a role in the normal operation of the steer-by-wire assembly 100. This connector ensures proper alignment, secure connection, and efficient operation of the system, while also providing additional features such as temperature monitoring and mechanical engagement. These features contribute to the overall reliability, safety, and performance of the steer-by-wire assembly 100.

[0167] In one example, the steer-by-wire assembly 100 includes an electrical connection trace 2320 that facilitates the transmission of electrical signals and power between the components of the assembly. The electrical connection trace 2320 is best shown in... Figure 4 These electrical connection traces 2320 are designed to provide efficient and reliable communication between the motor assembly 206, the motor assembly connector 2300, and the electronic control units (ECUs) 200, 202.

[0168] In such Figure 4 In one example shown, the motor assembly connector 2300 includes a separate connector first stator terminal 2316 configured to connect to different terminals of the first stator 212. This configuration ensures a proper electrical connection between the first stator 212 and the motor assembly connector 2300, reducing the risk of loosening or disconnection. Furthermore, the motor assembly connector 2300 includes a separate connector second stator terminal 2318 configured to connect to different terminals of the second stator 218. This configuration ensures a proper electrical connection between the second stator 218 and the motor assembly connector 2300, reducing the risk of loosening or disconnection.

[0169] In some examples, the motor assembly connector 2300 includes an electrical connection trace 2320 configured to electrically connect each terminal of the first stator 212 and the second stator 218 to the first ECU 200 and / or the second ECU 202. The electrical connection trace 2320 can be arranged in a specific configuration to ensure proper alignment and connection between the stator terminals and the respective ECUs. This configuration can be designed to minimize the length of the connection lines and reduce the possibility of interference signals, thereby improving the overall efficiency and reliability of the electrical connections within the steering-by-wire assembly 100.

[0170] In some examples, the electrical connection trace 2320 is a printed trace. Using printed traces offers several advantages compared to traditional wire connections. For example, printed traces eliminate the need for additional wires or connectors, thus reducing the risk of loose or disconnected connections. Printed traces also allow for a more compact and streamlined design, enabling smaller and lighter steering-by-wire assemblies 100.

[0171] Furthermore, by simplifying the electrical connections between terminal points, printed traces can improve the overall efficiency and reliability of the system. This simplification reduces the likelihood of errors during assembly and operation, and decreases the time and effort required for assembly and maintenance.

[0172] In addition to these advantages, the use of printed traces in the motor assembly connector 2300 allows for easier integration of other optional features, such as temperature sensors, alignment lugs, and assembly windows 2304. For example, the motor assembly connector 2300 may include at least one temperature sensor configured to monitor the temperature between the first stator 212 and / or the second stator 218. The temperature sensor can be integrated with the printed traces to provide accurate temperature readings and ensure safe operation of the steer-by-wire assembly 100.

[0173] In some examples, the motor assembly 206 can be assembled separately from the steer-by-wire assembly 100. This separate assembly offers various advantages, such as simplifying the overall assembly process, reducing the risk of component damage during assembly, and allowing for easier maintenance and replacement of individual components.

[0174] In such Figure 4 In one example shown, motor assembly 206 may include a cage 2314 or frame configured to hold motor assembly connector 2300 in place relative to the first stator 212 and the second stator 218. The cage 2314 may provide additional support and stability to motor assembly 206, ensuring proper alignment and secure connection between the first stator 212 and the second stator 218 and motor assembly connector 2300. The cage 2314 may be configured to mechanically engage the first stator 212 and the second stator 218 and may surround the first stator 212 and the second stator 218. In some examples, the cage 2314 may include a plurality of rails extending parallel to the longitudinal axis 104 and mounted to connector body 2302.

[0175] In one example, the method of assembling the steer-by-wire assembly 100 involves several steps to ensure proper alignment, secure connection, and efficient operation of the system. The method includes aligning and inserting the motor assembly connector 2300, brazing or soldering the stator terminals, assembling the motor assembly 206, and mounting it in the housing 102.

[0176] In some examples, the first step of the assembly process involves aligning the first stator 212 and the second stator 218 with the motor assembly connector 2300. This alignment simplifies the assembly process and ensures proper positioning of the stator and connector. Once the stator and connector are aligned, the motor assembly connector 2300 is inserted into the mating terminals of the first stator 212 and the second stator 218. This insertion reduces the length of the connecting wires and the possibility of signal interference, providing a more efficient and reliable connection between the stator and connector.

[0177] In some examples, the method includes brazing or soldering stator terminals to connector terminals via assembly window 2304. Assembly window 2304 exposes one or more stator terminals from the first stator 212 or the second stator 218 for brazing or soldering, ensuring a robust electrical connection between the stator and the connector. This step also provides a more compact, streamlined design, eliminates the need for additional wires or connectors, and reduces the risk of loosening or disconnection.

[0178] In some examples, the motor assembly connector 2300 includes not only three motor terminals, but also a corresponding neutral point for the star winding configuration of each motor.

[0179] In some examples, the motor assembly connector 2300 includes one or more switching components, such as, but not limited to, relays, to connect or disconnect the motor terminals and windings to each other, or to connect or disconnect the motor terminals and windings to or from the ECU.

[0180] In some examples, the motor assembly connector 2300 also includes electrical components such as current sensors or temperature sensors.

[0181] In some examples, the method includes assembling a first stator 212, a second stator 218, and a motor assembly connector 2300 into a motor assembly 206. This assembly provides a rigid and stable sub-assembly that facilitates installation into the housing 102. The motor assembly 206 may include additional components such as a temperature sensor, alignment lugs, and electrical connection traces 2320, which further enhance the functionality and efficiency of the steer-by-wire assembly 100.

[0182] Once the motor assembly 206 is assembled, it is installed into the housing 102 of the steer-by-wire assembly 100. This installation ensures proper alignment and secure connection between the system components, providing a robust and reliable steer-by-wire assembly 100.

[0183] In some examples, the first motor 208 and the second motor 210 can be assembled separately from the steer-by-wire assembly 100. This separate assembly allows for easier maintenance and replacement of individual components and increases the flexibility of the overall design and construction of the steer-by-wire assembly 100.

[0184] Overall, the method for assembling the steer-by-wire steering assembly 100 provides a streamlined and efficient process for building a reliable and high-performance steering system. The various components and steps involved in the assembly process ensure the correct alignment, secure connection, and optimal function of the steer-by-wire steering assembly 100, thus providing a robust and reliable steering solution for a wide range of vehicle applications.

[0185] Replacement linear displacement sensor assembly

[0186] like Figure 14 and Figure 15a As shown, in some examples, the length 1302 of the linear displacement sensor is less than the length 1300 of the threaded portion. This reduced size of the linear displacement sensor 244 offers several advantages, such as eliminating the need for a long linear sensor and reducing the overall size of the housing 102 and the steer-by-wire assembly 100. The linear displacement target 246 is configured to move between different positions along the length 1302 of the linear displacement sensor, allowing the linear displacement sensor 244 to accurately detect the linear movement of the steering shaft 118 relative to the housing 102 in a direction parallel to the longitudinal axis 104. Additionally or alternatively, the linear displacement sensor 244 is configured to accurately detect the linear position of the steering shaft 118 relative to the housing 102 along the longitudinal axis 104.

[0187] In one example, the position of the linear displacement target 246 relative to the linear displacement sensor 244 corresponds to a unique position of the steering shaft 118. This configuration ensures that the linear displacement sensor assembly 238 can accurately detect the position of the steering shaft 118 at any point along its movement, providing precise control and feedback for the steer-by-wire steering assembly 100.

[0188] In some examples, the linear displacement sensor assembly 238 may include a guide pin 1304 coupled to the linear displacement target 246 and configured to follow a target guide track 1306. The interaction between the guide pin 1304 and the target guide track 1306 enables the linear displacement target 246 to move accurately along the linear displacement sensor length 1302, ensuring precise detection of the position of the steering shaft 118.

[0189] In one example, the target guide rail 1306 is helical, with a length equal to the length of the threaded portion 1300. This helical construction of the target guide rail 1306 offers several advantages, such as allowing for a reduction in the size of the linear sensor while maintaining accurate and absolute position measurement of the steering shaft 118. The helical target guide rail 1306 can be circumferentially wound around the steering shaft 118 and mounted on the guide sleeve 1308, as shown below. Figure 14As shown, or it can be located in a radially projecting disc 1310 from the steering shaft 118 and mounted on the rotor bearing sleeve 216, for example as Figure 15a As shown. Figure 3 The guide sleeve 1308 shown is mounted on the rotor bearing sleeve 216.

[0190] In some examples, the guide pin 1304 is configured to cause the linear displacement target 246 to move along the target guide track 1306 when the target guide track 1306 moves relative to the guide pin 1304. This configuration ensures that the linear displacement target 246 accurately follows the movement of the steering shaft 118, allowing the linear displacement sensor 244 to accurately detect the position of the steering shaft 118 along its movement.

[0191] The interaction between the guide pin 1304 and the helical target guide rail 1306 provides a compact and efficient solution for detecting the linear movement of the steering shaft 118 in the steer-by-wire assembly 100. This design allows for the use of a smaller linear sensor without requiring the full travel length to accurately measure the position of the steering shaft 118, thereby reducing the overall size of the housing 102 and the steer-by-wire assembly 100.

[0192] In some examples, the steer-by-wire assembly 100 may include alternative configurations of the linear displacement sensor assembly 238 to provide additional flexibility and adaptability to a variety of applications and requirements. These alternative configurations may include different mounting options for the guide sleeve 1308 and the radial disc 1310, as well as variations in the movement of the target guide rail 1306 and the guide pin 1304.

[0193] In one example, a helical target guide rail 1306 may be circumferentially wound around the steering shaft 118 and mounted on a guide sleeve 1308 mounted on the rotor carrier sleeve 216. The guide sleeve 1308 may be configured to securely hold the target guide rail 1306 in place while allowing the guide pin 1304 to move smoothly and precisely along the rail. This configuration provides a compact and efficient design for the linear displacement sensor assembly 238 because the guide sleeve 1308 can be easily integrated into the overall structure of the steer-by-wire assembly 100. In some examples, the rotor carrier sleeve 216 is extended to incorporate the guide sleeve 1308 mounted on the rotor carrier sleeve 216.

[0194] In such Figure 15a and Figure 15bIn another example shown, the helical target guide rail 1306 can be located within a radial disk 1310 projecting circumferentially from the steering shaft 118 and mounted on the rotor carrier sleeve 216. The radial disk 1310 provides a stable and robust platform for the target guide rail 1306, ensuring accurate and reliable movement of the guide pin 1304 along the rail. This configuration provides enhanced durability and resistance to external forces or vibrations, which may be particularly advantageous in high-performance or heavy-duty applications.

[0195] In some examples, the target guide rail 1306 and guide pin 1304 can be configured to interact in various ways to achieve the desired movement of the linear displacement target 246 along the linear displacement sensor length 1302. For example, the guide pin 1304 can be configured to cause the linear displacement target 246 to move along the target guide rail 1306 when the target guide rail 1306 moves relative to the guide pin 1304. This configuration provides a direct and efficient way to convert the movement of the steering shaft 118 into the movement of the linear displacement target 246, ensuring accurate and responsive detection of the position of the steering shaft 118 by the linear displacement sensor 244.

[0196] In some examples, the target guide rail 1306 may include additional features or modifications to further enhance the performance and functionality of the linear displacement sensor assembly 238. For example, the target guide rail 1306 may include multiple parallel rails or channels, allowing the guide pin 1304 to switch between different paths and providing redundancy or increased resolution when detecting the position of the steering shaft 118. Alternatively, the target guide rail 1306 may include variable pitch or curvature, enabling the linear displacement sensor assembly 238 to adapt to different motion curves or operating conditions of the steering shaft 118.

[0197] In some examples, the ratio of the thread length 1300 to the linear displacement sensor length 1302 is 8:1. In other examples, the ratio of the thread length 1300 to the linear displacement sensor length 1302 is 7:1, 6:1, 5:1, 4:1, 3:1, 2:1, or any other suitable ratio to reduce the overall length of the linear displacement sensor length 1302.

[0198] In some examples, a helical guide rail 1306 mounted on a radial disk 1310 can be configured as a rotary sensor target 242 of a rotary sensor assembly 236. This means that the helical guide rail 1306 can be used for both the rotary sensor assembly 236 and the linear displacement sensor assembly 238.

[0199] Overall, these alternative configurations of the linear displacement sensor assembly 238 provide additional design options and flexibility for the steer-by-wire steering assembly 100, enabling it to be customized for specific applications and requirements while maintaining the advantages of reduced size and accurate position measurement provided by the linear displacement sensor 244.

[0200] Motor winding redundancy

[0201] In one example, the motor assembly 206 of the steer-by-wire system 100 includes a first motor 208 and a second motor 210, both mounted within the housing 102. The first motor 208 includes a first stator 212 and a first rotor 214, while the second motor 210 includes a second stator 218 and a second rotor 220. The motor assembly 206 can be designed to provide precise and efficient control of the movement of the steering shaft 118, ensuring smooth and accurate steering performance.

[0202] like Figure 3 As shown, the steer-by-wire steering assembly 100 includes a motor assembly 206, which includes a first motor 208 and a second motor 210. In one example, the first motor 208 has a first plurality of motor windings 3312, and the second motor 210 has a second plurality of motor windings 3314. The first plurality of motor windings 3312 and the second plurality of motor windings 3314 are arranged in a specific phase arrangement to achieve efficient and reliable operation of the steer-by-wire steering assembly 100.

[0203] In some examples, the first plurality of motor windings 3312 of the first motor 208 and the second plurality of motor windings 3314 of the second motor 210 each include at least three phase windings. These phase windings are arranged at different angular positions to ensure proper function and torque distribution during operation of the steer-by-wire steering assembly 100. The arrangement of the first plurality of motor windings 3312 and the second plurality of motor windings 3314 in the first motor 208 and the second motor 210 allows the generation of a rotating magnetic field, which in turn drives the rotor of the motor and ultimately drives the rotor-carrying sleeve 216.

[0204] In one example, such as Figure 3As schematically shown, the first plurality of motor windings 3312 includes a first phase winding 3300 arranged at 0 degrees, a second phase winding 3302 arranged at 120 degrees, and a third phase winding 3304 arranged at 240 degrees. Similarly, the second plurality of motor windings 3314 includes a first phase winding 3306 arranged at 0 degrees, a second phase winding 3308 arranged at 120 degrees, and a third phase winding 3310 arranged at 240 degrees. This phase winding arrangement in the first plurality of motor windings 3312 and the second plurality of motor windings 3314 ensures proper alignment and synchronization of the magnetic field generated by the motor, allowing for smooth and efficient operation of the steer-by-wire steering assembly 100.

[0205] The phase arrangement of motor windings 3300, 3302, 3304, 3306, 3308, and 3310 may also include more than three phases, such as four, five, or six phases, depending on the specific requirements and design of the steer-by-wire assembly 100. Using additional phases can provide increased torque and power output, as well as improved fault tolerance and redundancy in the event of failure of one or more motor windings 3300, 3302, 3304, 3306, 3308, and 3310.

[0206] As described above, the steer-by-wire steering assembly 100 may include a first ECU 200, a second ECU 202, and / or a VCU 204. Any of these control units 200, 202, and 204 can perform the operations described herein. The term "controller" 200 will be used hereinafter, but it may refer to any of the first ECU 200, the second ECU 202, and / or the VCU 204. The controller 200 is connected to a first plurality of motor windings 3312 of the first motor 208 and a second plurality of motor windings 3314 of the second motor 210. The controller 200 is configured to detect faults in one or more of the first plurality of motor windings 3300, 3302, 3304, 3306, 3308, and 3310 of the first plurality of motor windings 3312 and the second plurality of motor windings 3314. In the event of a failure in one or more motor windings 3300, 3302, 3304, 3306, 3308, or 3310, the controller 200 may selectively energize the corresponding fault-free winding in another set of windings, allowing the faulty first motor 208 and the faulty second motor 210 to operate together to rotate the rotor bearing sleeve 216.

[0207] This fault detection and selective energizing feature of the controller 200 provides several advantages to the steer-by-wire assembly 100. First, it allows the assembly to continue operating even in the event of a fault in one or more motor windings 3300, 3302, 3304, 3306, 3308, 3310, ensuring continued steering function and preventing potential safety hazards. Second, it enables the controller 200 to de-energize the faulty winding, preventing further damage to the first motor 208 and / or the second motor 210. Finally, selective energizing of the fault-free winding allows for efficient use of the available motor windings 3300, 3302, 3304, 3306, 3308, 3310, ensuring that the steer-by-wire assembly 100 operates at its optimal performance level even in the presence of a fault.

[0208] The steer-by-wire assembly 100 includes a controller 200 that plays a role in the operation and function of the assembly. In one example, the controller 200 is connected to a first plurality of motor windings 3312 of a first motor 208 and a second plurality of motor windings 3314 of a second motor 210. The controller 200 is responsible for detecting faults in one or more of the motor windings 3300, 3302, 3304, 3306, 3308, 3310 in the first plurality of motor windings 3312 and the second plurality of motor windings 3314, and selectively energizing the corresponding fault-free winding in the other set of windings.

[0209] In some examples, the controller 200 is configured to detect faults in the motor windings 3300, 3302, 3304, 3306, 3308, and 3310 by monitoring various parameters such as abnormal current flow, voltage drop, overheating, open circuits, and phase imbalances. By monitoring these parameters, the controller 200 can identify potential problems in the motor windings 3300, 3302, 3304, 3306, 3308, and 3310 and take appropriate measures to maintain the functionality of the steer-by-wire steering assembly 100. This provides the advantage of accurately detecting various types of faults in the motor windings.

[0210] In one example, controller 200 monitors the current flow in each motor winding 3300, 3302, 3304, 3306, 3308, and 3310, and detects when abnormal current flow exists in one or more motor windings 3300, 3302, 3304, 3306, 3308, and 3310, indicating a possible short-circuit fault. In another example, controller 200 monitors the voltage across each motor winding 3300, 3302, 3304, 3306, 3308, and 3310, and detects when a significant voltage drop exists, indicating a potentially faulty winding. In yet another example, controller 200 measures the temperature of each motor winding 3300, 3302, 3304, 3306, 3308, and 3310, and detects when the winding exceeds a specific threshold, indicating an overheating fault. In some examples, controller 200 checks for a lack of continuity in one or more motor windings 3300, 3302, 3304, 3306, 3308, 3310, indicating an open-circuit fault. In other examples, controller 200 analyzes the current flowing through each motor winding 3300, 3302, 3304, 3306, 3308, 3310 and detects when an imbalance exists, indicating a potential phase imbalance fault.

[0211] In some examples, controller 200 is configured to de-energize the faulty winding to prevent further damage to the first motor 208 and / or the second motor 210. By de-energizing the faulty winding, controller 200 helps protect the motors from further damage and maintains the overall functionality of the steer-by-wire assembly 100.

[0212] In addition to detecting faults and de-energizing faulty windings, the controller 200 can selectively energize fault-free windings in the first plurality of motor windings 3312 and the second plurality of motor windings 3314. This selective energization allows the controller 200 to operate the faulty first motor 208 and the faulty second motor 210 together to rotate the rotor carrier sleeve 216, ensuring that the steer-by-wire steering assembly 100 continues to operate even if a fault exists in one or both motors.

[0213] The controller 200 can also be configured to continuously monitor the windings of both the first motor 208 and the second motor 210, and selectively energize the fault-free windings as needed to maintain the function of the steer-by-wire assembly 100. This continuous monitoring and selective energization of the fault-free windings helps ensure that the assembly 100 continues to operate even in the event of a fault in the motor windings 3300, 3302, 3304, 3306, 3308, and 3310, thus providing a more robust and reliable steer-by-wire system.

[0214] The method of operating the steer-by-wire assembly 100 involves a series of steps and processes that ensure the efficient and reliable operation of the assembly, even in the event of a fault in the motor windings 3300, 3302, 3304, 3306, 3308, and 3310. In one example, the method includes detecting a fault in the winding of a first motor 208; if a fault is detected in the first motor 208, checking for a fault in the winding of a second motor 210; selectively energizing a functional winding on either the first motor 208 or the second motor 210 corresponding to the faulty winding on the other motor; and operating the faulty first motor 208 and the faulty second motor 210 together to rotate the rotor carrier sleeve 216. The method may also include continuously monitoring the windings of both motors and selectively energizing the fault-free windings as needed to maintain the functionality of the steer-by-wire assembly 100.

[0215] In some examples, the method begins by detecting a fault in the first motor 208 winding. The controller 200 is configured to detect faults in one or more of the first plurality of motor windings 3300, 3302, 3304, 3306, 3308, and 3310, and the second plurality of motor windings 3312 and 3314. The controller 200 may employ various fault detection methods, such as monitoring abnormal current flow, voltage drop, overheating, open circuits, and phase imbalances. These methods help identify potential problems in the motor windings 3300, 3302, 3304, 3306, 3308, and 3310, allowing for timely intervention and corrective measures.

[0216] If a fault is detected in the winding of the first motor 208, the method continues to check for a fault in the winding of the second motor 210. This step ensures that the controller 200 has a complete understanding of the current state of both motors, enabling it to make more informed decisions regarding the selective energization of the functional windings.

[0217] If a fault is detected in the windings of both the first motor 208 and the second motor 210, the controller 200 selectively energizes the functional winding on either the first motor 208 or the second motor 210 that corresponds to the faulty winding on the other motor. This selective energizing process allows the steer-by-wire steering assembly 100 to continue operating even with faults in the motor windings 3300, 3302, 3304, 3306, 3308, and 3310. By utilizing the fault-free windings in the first plurality of motor windings 3312 and the second plurality of motor windings 3314, the controller 200 ensures that each different phase is energized, thereby maintaining the function of the assembly.

[0218] Once the functional windings are selectively energized, the controller 200 operates both the faulty first motor 208 and the faulty second motor 210 together to rotate the rotor carrier sleeve 216. For example, the controller 200 may detect that the first phase winding 3300 of the first motor 208 is faulty. In this case, the controller 200 will energize the first phase winding 3306 of the second motor 210 instead of the first phase winding 3300 of the first motor 208. This means that the first phase winding 3306 of the second motor 210 performs the function of the first phase winding 3300 of the first motor 208. This provides the advantage of maintaining steering assembly function even when faults are detected in both the first plurality of motor windings 3312 and the second plurality of motor windings 3314.

[0219] Furthermore, the controller 200 may detect additional faults; for example, it may detect a fault in the second phase winding 3308 of the second motor 210. In this case, the controller 200 will energize the second phase winding 3302 of the first motor 208 instead of the second phase winding 3308 of the second motor 210. This means that the second phase winding 3302 of the first motor 208 performs the function of the second phase winding 3308 of the second motor 210.

[0220] The controller 200 can detect and selectively energize fault-free motor windings corresponding to the same phase multiple times as needed. This can be important because multiple motor winding failures may indicate a major fault, but selectively energizing fault-free motor windings to continue operation of the steer-by-wire assembly 100 ensures a fault-free operating state, allowing the vehicle to be safely driven to a suitable location for maintenance. This cooperative operation of faulty motors allows the steer-by-wire assembly 100 to continue operating even with faults in the motor windings. The ability to operate faulty motors together provides significant advantages in terms of reliability and resilience, ensuring the assembly continues to operate even in the presence of faults.

[0221] In some examples, the method may also include continuously monitoring the windings of both the first motor 208 and the second motor 210, and selectively energizing fault-free windings as needed to maintain the functionality of the steer-by-wire assembly 100. This continuous monitoring process allows the controller 200 to detect any new faults that may occur during operation and to take appropriate corrective action by selectively energizing the corresponding fault-free windings.

[0222] Additionally, the controller 200 may be configured to de-energize a faulty winding to prevent further damage to the first motor 208 and / or the second motor 210. This proactive fault management approach helps protect the motors from further damage and extends the overall service life of the steer-by-wire assembly 100.

[0223] Therefore, controller 200 is configured to detect faults in one or more motor windings 3300, 3302, 3304 of the first plurality of motor windings 3312 and faults in one or more windings 3306, 3308, 3310 of the second plurality of motor windings 3314. Controller 200 is then configured to selectively energize the corresponding fault-free windings in one or more windings 3306, 3308, 3310 of the second plurality of motor windings 3314 and the corresponding fault-free windings in one or more motor windings 3300, 3302, 3304 of the first plurality of motor windings 3312, respectively. This means that controller 200 is configured to operate the first plurality of motor windings 3312 with the first faulty winding and the second plurality of motor windings 3314 with the second faulty winding together to rotate the rotor carrier sleeve (216).

[0224] In summary, the method of operating the steer-by-wire steering assembly 100 provides a robust and reliable way to manage faults in the motor windings. By detecting faults, selectively energizing functional windings, operating the faulty motor alongside it, and continuously monitoring the windings, the assembly maintains its functionality and ensures a high level of performance even in the presence of faults.

[0225] Example

[0226] First set of examples

[0227] Example 1. A steer-by-wire steering assembly (100), comprising: Casing (102); Motor assembly (206) includes at least one motor (208) mounted in housing (102); A screw actuator (232) is configured to engage with a threaded portion (234) of a steering shaft (118) and to move the steering shaft (118) along a longitudinal axis (104) when the screw actuator (232) rotates. A rotor bearing sleeve (216) is operatively connected between at least one motor (208) and a screw actuator (232) and configured to rotate about a longitudinal axis (104); The sensor assembly (238) includes a sensor portion (244) and a target portion (246) configured to detect the relative motion of the steering shaft (118) relative to the housing (102); One of the sensor portion (244) and the target portion (246) is mounted in a sensor housing (316) fixed relative to the steering shaft (118); and The housing (102) includes a sensor channel (302) configured to receive the sensor housing (316) and restrict movement of the sensor housing (316) and the steering shaft (118) in a direction parallel to the longitudinal axis (104).

[0228] Example 2. The steer-by-wire steering assembly (100) according to Example 1, wherein the sensor assembly (238) is a linear displacement sensor assembly (238).

[0229] Example 3. A steer-by-wire steering assembly (100) according to Example 1 or 2, wherein the sensor housing (316) is configured to slide within the sensor channel (302).

[0230] Example 4. A steering-by-wire steering assembly (100) according to any one of Examples 1 to 3, wherein the sensor channel (302) is located within the housing sleeve portion (300) of the housing (102).

[0231] Example 5. The steer-by-wire steering assembly (100) according to Example 4 further includes a mounting assembly (306) fixed to the housing sleeve portion (300) and including at least one elongated guide rail (308) defining a sensor channel (302).

[0232] Example 6. The steer-by-wire steering assembly (100) according to Example 5, wherein the mounting assembly (306) further includes a fastener (310) configured to clamp the at least one elongated guide rail (308) to the inner surface of the housing sleeve portion (300).

[0233] Example 7. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 6, wherein the sensor housing (316) includes a shaft engagement sleeve (320) configured to be mounted around a steering shaft (118).

[0234] Example 8. A steer-by-wire steering assembly (100) according to Example 7, wherein the shaft engagement sleeve (320) includes a central hole (322) configured to receive a steering shaft (118).

[0235] Example 9. A steering-by-wire steering assembly (100) according to any one of Examples 1 to 8, wherein the sensor housing (316) includes a first housing engagement surface (318) and a second housing engagement surface (326) configured to engage with a first channel engagement surface (304) and a second channel engagement surface (324) of a sensor channel (302), respectively.

[0236] Example 10. A steer-by-wire steering assembly (100) according to Example 9, wherein the sensor channel (302) includes a first channel engagement surface (304) and a second channel engagement surface (324), the first channel engagement surface (304) being configured to engage with a first housing engagement surface (318) when the screw actuator (232) rotates in a first direction, and the second channel engagement surface (324) being configured to engage with a second housing engagement surface (326) when the screw actuator (232) rotates in a second direction.

[0237] Example 11. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 10, wherein the sensor housing (316) is mounted on the steering shaft (118) using set screws, press fitting, or welding.

[0238] Example 12. The steer-by-wire steering assembly (100) according to any one of Examples 1 to 11 further includes a second sensor assembly (500) comprising a second sensor portion (244b) and a second target portion (246b) configured to detect relative motion of the steering shaft (118) relative to the housing (102).

[0239] Example 13. A steer-by-wire steering assembly (100) according to Example 12, wherein the second sensor assembly (500) is a linear displacement sensor assembly (238).

[0240] Example 14. A steer-by-wire steering assembly (100) according to Example 12 or 13, wherein one of the second sensor portion (244b) and the second target portion (246b) is mounted in a second sensor housing (502) fixed relative to the steering shaft (118).

[0241] Example 15. A steer-by-wire steering assembly (100) according to Example 14, wherein a second sensor housing (502) is configured to slide within a second sensor channel (302) in the housing (102).

[0242] Example 16. A steer-by-wire steering assembly (100) according to any one of Examples 12 to 15, wherein a first sensor assembly (238) and a second sensor assembly (500) are mounted at different locations on a steering shaft (118).

[0243] Example 17. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 16, wherein the motor assembly (206) includes a first motor (208) and a second motor (210), and a rotor carrier sleeve (216) is operatively connected between the first motor (208), the second motor (210) and the screw actuator (232).

[0244] Second set of examples

[0245] Example 1. A steer-by-wire steering assembly (100), comprising: Casing (102); Motor assembly (206) includes at least one motor (208) mounted in housing (102); A screw actuator (232) is configured to engage with a threaded portion (234) of a steering shaft (118) and to move the steering shaft (118) along a longitudinal axis (104) when the screw actuator (232) rotates. A rotor bearing sleeve (216), operably coupled between at least one motor (208) and a screw actuator (232), and configured to rotate about a longitudinal axis (104); and A rotation sensor assembly (236) includes a rotation sensor target (242) and a rotation sensor (240) configured to detect the relative rotational motion of the rotation sensor target (242); The rotating sensor target (242) is configured to be mounted on the rotor bearing sleeve (216) and to fix the screw actuator (232) relative to the rotor bearing sleeve (216).

[0246] Example 2. According to Example 1, the steer-by-wire steering assembly (100) includes a rotor carrier sleeve (216) comprising an end cup structure (4300) configured to receive a screw actuator (232).

[0247] Example 3. The steer-by-wire steering assembly (100) according to Example 2, wherein the end cup structure (4300) includes a sleeve internal thread portion (4302) configured to engage with a rotation sensor target (242).

[0248] Example 4. According to Example 3, the steering-by-wire steering assembly (100) includes a rotation sensor target (242) comprising a target threaded portion (4316) configured to engage with the sleeve internal threaded portion (4302) of the rotor carrier sleeve (216).

[0249] Example 5. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein the screw actuator (232) is a ball screw nut (232) mounted in the end cup structure (4300).

[0250] Example 6. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein the rotor carrier sleeve (216) further includes a keyway (4306) configured to receive a separate key element (4312).

[0251] Example 7. A steer-by-wire steering assembly (100) according to Example 6, wherein a key element (4312) is configured to engage the inner surface of the outer bearing (4314) and align and maintain the position of the rotor bearing sleeve (216) relative to the outer bearing (4314).

[0252] Example 8. A steer-by-wire steering assembly (100) according to Example 7, wherein a key element (4312) is configured to engage a screw actuator (232) and hold the screw actuator (232), the rotor bearing sleeve (216) and the outer bearing (4314) fixed relative to each other.

[0253] Example 9. A steer-by-wire steering assembly (100) according to Example 1, wherein the motor assembly (206) includes a first motor (208) and a second motor (210).

[0254] Example 10. A steer-by-wire steering assembly (100) according to Example 9, wherein a first motor (208) includes a first rotor (214) and a first stator (212), and a second motor (210) includes a second rotor (220) and a second stator (218).

[0255] Example 11. The steer-by-wire steering assembly (100) according to Example 1, wherein the rotation sensor (240) is selected from one or more of an optical rotation sensor, a magnetic rotation sensor, a capacitive rotation sensor, an inductive rotation sensor, a Hall effect rotation sensor, and a rotary transformer.

[0256] Example 12. A steer-by-wire steering assembly (100) according to Example 2, wherein the screw actuator (232) is mounted in the same radial plane (4318) as the outer bearing (4314) and the end cup structure (4300).

[0257] Example 13. The steer-by-wire steering assembly (100) according to Example 12, wherein the screw actuator (232) is a ball screw nut (232) whose length is reduced from 10 full rotations of the engaging balls to 6 rotations.

[0258] Example 14. A steering assembly (100) according to any of the preceding examples, wherein the rotor bearing sleeve (216) further includes an external threaded portion (4304) configured to engage with an external locking nut (4310).

[0259] Example 15. A steer-by-wire steering assembly (100) according to Example 14, wherein an outer locking nut (4310) is configured to clamp a rotor bearing sleeve (216) to an outer bearing (4314).

[0260] Example 16. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein a rotation sensor target (242) is configured to lock the ball screw nut (232) in place within the end cup structure (4300).

[0261] Example 17. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein the end cup structure (4300) includes a cup shoulder (4308) configured to abut against and position an outer bearing (4314).

[0262] Third set of examples

[0263] Example 1. A steer-by-wire steering assembly (100), comprising: Casing (102); The motor assembly (206) is mounted in the housing (102) and includes a first motor (208) having a first stator (212) and a first rotor (214) and a second motor (210) having a second stator (218) and a second rotor (220). A screw actuator (232) is configured to engage with a threaded portion (234) of a steering shaft (118) and to move the steering shaft (118) along a longitudinal axis (104) when the screw actuator (232) rotates. A rotor bearing sleeve (216) operably connected between a first rotor (214) and a second rotor (220) and a screw actuator (232); and Motor assembly connector (2300) configured to provide mechanical and electrical connections to both the first motor (208) and the second motor (210).

[0264] Example 2. According to Example 1, the steer-by-wire steering assembly (100) includes a motor assembly connector (2300) comprising a connector body (2302) mounted between a first stator (212) and a second stator (218).

[0265] Example 3. The steer-by-wire steering assembly (100) according to Example 2, wherein the connector body (2302) is made of metal or hard plastic.

[0266] Example 4. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 3, wherein the motor assembly connector (2300) includes at least one assembly window (2304) that exposes one or more stator terminals from the first stator (212) or the second stator (218) for brazing or welding.

[0267] Example 5. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 4, wherein the motor assembly connector (2300) includes at least one temperature sensor (2306, 2308) configured to monitor the temperature between the first stator (212) and the second stator (218).

[0268] Example 6. A steer-by-wire steering assembly (100) according to Example 5, wherein at least one temperature sensor (2306, 2308) includes a first temperature sensor (2306) and a second temperature sensor (2308), the first temperature sensor (2306) being configured to detect the temperature of a first stator (212) and the second temperature sensor (2308) being configured to detect the temperature of a second stator (218).

[0269] Example 7. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 6, wherein the motor assembly connector (2300) includes at least one alignment lug (2310, 2312) configured to provide mechanical engagement between the motor assembly connector (2300) and the first stator (212) and the second stator (218).

[0270] Example 8. A steering assembly (100) according to Example 7, wherein the alignment lugs (2310, 2312) include a first alignment lug (2310) and a second alignment lug (2312), the first alignment lug (2310) being mounted on a motor assembly connector (2300) and configured to align with a first lug recess on a first stator (212), and the second alignment lug (2312) being mounted on a motor assembly connector (2300) and configured to align with a second lug recess on a second stator (218).

[0271] Example 9. A steering assembly (100) according to Example 8, wherein a first alignment lug (2310) has a different shape and / or orientation than a second alignment lug (2312).

[0272] Example 10. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 9, wherein the motor assembly connector (2300) includes an electrical connection trace (2320) configured to electrically connect each terminal of the first stator (212) and the second stator (218) to a first electronic control unit (ECU) (200) and / or a second ECU (202).

[0273] Example 11. A steering assembly (100) according to Example 10, wherein the electrical connection trace (2320) is a printed trace.

[0274] Example 12. The steer-by-wire steering assembly (100) according to any one of Examples 1 to 11 further includes a rotation sensor assembly (236) configured to detect the relative rotational movement of the rotor bearing sleeve (216) or other rotating component (118) relative to the housing (102).

[0275] Example 13. The steer-by-wire steering assembly (100) according to any one of Examples 1 to 12 further includes a linear displacement sensor assembly (238) configured to detect the relative linear movement of the steering shaft (118) relative to the housing (102).

[0276] Example 14. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 13, wherein the screw actuator (232) comprises a ball screw nut or a roller screw.

[0277] Example 15. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 14, wherein the first motor (208) and the second motor (210) are separately assembled with the steer-by-wire steering assembly (100) in a motor assembly (206).

[0278] Example 16. A method of assembling a steer-by-wire steering assembly (100) according to any one of Examples 1 to 15, comprising the following steps: Align the first stator (212) and the second stator (218) with the motor assembly connector (2300); Insert the motor assembly connector (2300) into the mating terminals of the first stator (212) and the second stator (218); The stator terminals are brazed or soldered to the connector terminals via the assembly window (2304); and The first stator (212), the second stator (218) and the motor assembly connector (2300) are assembled into a motor assembly (206). The motor assembly (206) is installed into the housing (102) of the steer-by-wire assembly (100).

[0279] Example 17. A motor assembly (206) for a steer-by-wire steering assembly (100), comprising: A first motor (208) having a first stator (212) and a first rotor (214); A second motor (210) having a second stator (218) and a second rotor (220); and Motor assembly connector (2300) configured to provide mechanical and electrical connections to both the first motor (208) and the second motor (210).

[0280] Fourth group of examples

[0281] Example 1. A steer-by-wire steering assembly (100), comprising: Casing (102); Motor assembly (206) includes at least one motor (208) mounted in housing (102); A screw actuator (232) is configured to engage with a threaded portion (234) of a steering shaft (118) and to move the steering shaft (118) along a longitudinal axis (104) when the screw actuator (232) rotates; wherein the threaded portion (234) has a threaded portion length (1300) along the longitudinal axis (104); and A linear displacement sensor assembly (238) having a linear displacement sensor (244) and a linear displacement target (246) having a linear displacement sensor length (1302) and the linear displacement target (246) configured to follow the movement of the steering shaft (118) and move between different positions along the linear displacement sensor length (1302), such that the linear displacement sensor (244) is configured to detect the linear position of the steering shaft (118) relative to the housing (102) along the longitudinal axis (104), wherein the linear displacement sensor length (1302) is less than the threaded portion length (1300).

[0282] Example 2. According to Example 1, the steer-by-wire steering assembly (100) has a threaded portion length (1300) corresponding to the full stroke length of the steer-by-wire steering assembly (100).

[0283] Example 3. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein, when following the movement of the steering shaft (118), the position of the linear displacement target (246) relative to the linear displacement sensor (244) corresponds to a unique position of the steering shaft (118).

[0284] Example 4. The steer-by-wire steering assembly (100) according to any of the preceding examples further includes a guide pin (1304) which is coupled to a linear displacement target (246) and configured to follow a target guide track (1306).

[0285] Example 5. The steer-by-wire steering assembly (100) according to Example 4, wherein the target guide rail (1306) is helical and the length of the target guide rail (1306) is equal to the length of the threaded portion (1300).

[0286] Example 6. According to Example 5, the steer-by-wire steering assembly (100) wherein a helical target guide rail (1306) is circumferentially wound around the steering shaft (118) and mounted on a guide sleeve (1308) mounted on a rotor bearing sleeve (216).

[0287] Example 7. A steer-by-wire steering assembly (100) according to Example 5, wherein a helical target guide rail (1306) is located in a radial disk (1310) that protrudes circumferentially from the steering shaft (118) and is mounted on a rotor bearing sleeve (216).

[0288] Example 8. A steer-by-wire steering assembly (100) according to any one of Examples 4 to 7, wherein the guide pin (1304) is configured to cause a linear displacement target (246) to move along the target guide track (1306) when the target guide track (1306) moves relative to the guide pin (1304).

[0289] Example 9. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein a linear displacement sensor (244) is fixed relative to the housing (102).

[0290] Example 10. The steer-by-wire steering assembly (100) according to any of the preceding examples further includes a rotation sensor assembly (236) configured to detect the relative rotational movement of the steering shaft (118) relative to the housing (102).

[0291] Example 11. A steer-by-wire steering assembly (100) according to Example 10, wherein the rotation sensor assembly (236) includes a rotation sensor (240) and a rotation sensor target (242).

[0292] Example 12. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein the motor assembly (206) includes a first motor (208) and a second motor (210) mounted in a housing (102).

[0293] Example 13. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein the screw actuator (232) comprises a ball screw nut or a roller screw.

[0294] Example 14. The steer-by-wire steering assembly (100) according to any of the preceding examples further includes a controller, which includes a first electronic control unit (ECU) (200), a second ECU (202), a vehicle control unit (VCU) (204), and an ECU data connection unit (222).

[0295] Fifth group of examples

[0296] Example 1. A steer-by-wire steering assembly (100), comprising: Casing (102); Motor assembly (206) includes a first plurality of motor windings (3312) and a second plurality of motor windings (3314). A rotor carrier sleeve (216) operably connects the motor assembly (206) to a screw actuator (232), which is configured to engage with a threaded portion (234) of a steering shaft (118) and, upon rotation of the screw actuator (232), causes the steering shaft (118) to move along a longitudinal axis (104); and A controller (200) is connected to a first plurality of motor windings (3312) and a second plurality of motor windings (3314). The controller (200) is configured to detect faults in one or more motor windings (3300, 3302, 3304) of the first plurality of motor windings (3312) and one or more windings (3306, 3308, 3310) of the second plurality of motor windings (3314), and selectively energize the corresponding fault-free windings in the other set of windings. The controller (200) is configured to operate the first plurality of motor windings (3312) with a first faulty winding and the second plurality of motor windings (3314) with a second faulty winding together to rotate the rotor carrier sleeve (216).

[0297] Example 2. According to Example 1, the steer-by-wire steering assembly (100) includes a first motor (208) having a first plurality of motor windings (3312) and a second motor (210) having a second plurality of motor windings (3314).

[0298] Example 3. The steer-by-wire steering assembly (100) according to Example 2, wherein the first motor (208) includes a first rotor (214) and a first stator (212), and the second motor (210) includes a second rotor (220) and a second stator (218).

[0299] Example 4. A steer-by-wire steering assembly (100) according to Example 3, wherein a first rotor (214) and a second rotor (220) are mechanically connected to a rotor support sleeve (216).

[0300] Example 5. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 4, wherein the controller (200) is configured to de-energize a faulty winding in a first plurality of motor windings (3312) and a second plurality of motor windings (3314) to prevent further damage to the motor assembly (206).

[0301] Example 6. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 5, wherein the controller (200) is configured to detect a fault in the motor windings (3300, 3302, 3304, 3306, 3308, 3310) based on at least one of abnormal current flow, voltage drop, overheating, open circuit and phase imbalance.

[0302] Example 7. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 6, wherein the screw actuator (232) is a ball screw or a roller screw.

[0303] Example 8. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 7, wherein the steering shaft (118) is configured to move linearly along the longitudinal axis (104) when the screw actuator (232) rotates.

[0304] Example 9. In any one of Examples 1 to 8, the first plurality of motor windings (3312) and the second plurality of motor windings (3314) have the same motor winding arrangement.

[0305] Example 10. A steer-by-wire steering assembly (100) according to any one of Examples 1 to 9, wherein the first plurality of motor windings (3312) and the second plurality of motor windings (3314) each include at least three phase windings arranged at different angles.

[0306] Example 11. A steer-by-wire steering assembly (100) according to Example 10, wherein the first plurality of motor windings (3312) and the second plurality of motor windings (3314) each include more than three phase windings.

[0307] Example 12. A steer-by-wire steering assembly (100) according to any of the preceding examples, wherein a first plurality of motor windings (3312) and a second plurality of motor windings (3314) are mounted on the same stator (212).

[0308] Example 13. A method of operating a steer-by-wire steering assembly (100) according to any one of Examples 1 to 12, the method comprising: The controller (200) is used to detect faults in one or more of the first plurality of motor windings (3312) and the second plurality of motor windings (3314); Selectively energize the corresponding fault-free winding in the other set of windings; and The first plurality of motor windings (3312) having a first fault winding and the second plurality of motor windings (3314) having a second fault winding are operated together to rotate the rotor bearing sleeve (216).

[0309] Example 14. The method according to Example 13 further includes de-energizing the faulty winding in the first plurality of motor windings (3312) and the second plurality of motor windings (3314) to prevent further damage to the motor assembly (206).

[0310] Example 15. The method according to Example 13 or 14, wherein detecting faults in the motor windings (3300, 3302, 3304, 3306, 3308, 3310) includes detecting faults based on at least one of abnormal current flow, voltage drop, overheating, open circuit, and phase imbalance.

[0311] Example 16. The method according to any one of Examples 13 to 15 further includes causing the steering shaft (118) to move linearly along the longitudinal axis (104) when the screw actuator (232) rotates.

[0312] Example 17. The method according to any one of Examples 13 to 16 further includes monitoring the windings of both the first plurality of motor windings (3312) and the second plurality of motor windings (3314) and selectively energizing the fault-free windings as needed to maintain the function of the steer-by-wire steering assembly (100).

[0313] The terminology used herein is for descriptive purposes only and is not intended to limit this disclosure. As used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms, unless clearly stated otherwise. As used herein, the terms “and” include any and all combinations of one or more of the associated listed items. It should also be understood that the terms “comprising” and / or “including” as used herein specifically mean the presence of the stated features, integers, actions, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, components, and / or combinations thereof.

[0314] It should be understood that the terms first, second, etc., may be used herein to describe various elements, but these elements should not be limited by these terms. These terms are used only to distinguish one element from another. For example, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element, without departing from the scope of this disclosure.

[0315] Relative terms such as “below,” “above,” “upper,” “lower,” “horizontal,” or “vertical” are used herein to describe the relationship between one element and another as shown in the figures. It should be understood that these terms, as well as those discussed above, are intended to cover different orientations of the device other than those shown in the figures. It should be understood that when an element is referred to as “connected” or “coupled” to another element, it may be directly connected or coupled to the other element, or there may be intermediate elements present. In contrast, when an element is referred to as “directly connected” or “directly coupled” to another element, there are no intermediate elements present.

[0316] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It should also be understood that the terms used herein shall be interpreted as having the same meaning as they have in the context of this specification and the relevant field, and shall not be interpreted in an idealized or overly formal manner unless expressly defined herein.

[0317] It should be understood that this disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, those skilled in the art will recognize that many changes and modifications can be made within the scope of this disclosure and the appended claims. Aspects have been disclosed in the drawings and specification for illustrative purposes and not for limiting purposes, and the scope of this disclosure is set forth by the following claims.

Claims

1. A steer-by-wire steering assembly (100), comprising: Casing (102); Motor assembly (206), the motor assembly (206) includes at least one motor (208) mounted in the housing (102); A screw actuator (232) is configured to engage with a threaded portion (234) of a steering shaft (118) and to move the steering shaft (118) along a longitudinal axis (104) when the screw actuator (232) rotates. A rotor bearing sleeve (216) is operatively connected between the at least one motor (208) and the screw actuator (232) and configured to rotate about the longitudinal axis (104). The sensor assembly (238) includes a sensor portion (244) and a target portion (246) configured to detect the relative motion of the steering shaft (118) relative to the housing (102); One of the sensor portion (244) and the target portion (246) is mounted in a sensor housing (316) fixed relative to the steering shaft (118); and The housing (102) includes a sensor channel (302) configured to receive the sensor housing (316) and restrict movement of the sensor housing (316) and the steering shaft (118) in a direction parallel to the longitudinal axis (104).

2. The steer-by-wire steering assembly (100) according to claim 1, characterized in that, The sensor assembly (238) is a linear displacement sensor assembly (238).

3. The steer-by-wire steering assembly (100) according to claim 1 or 2, characterized in that, The sensor housing (316) is configured to slide within the sensor channel (302).

4. The steer-by-wire steering assembly (100) according to any one of claims 1 to 3, characterized in that, The sensor channel (302) is located within the housing sleeve portion (300) of the housing (102).

5. The steer-by-wire steering assembly (100) according to claim 4, characterized in that, It also includes a mounting assembly (306) that is fixed to the housing sleeve portion (300) and includes at least one elongated guide rail (308) defining the sensor channel (302).

6. The steer-by-wire steering assembly (100) according to claim 5, characterized in that, The mounting assembly (306) also includes a fastener (310) configured to clamp the at least one elongated guide rail (308) to the inner surface of the housing sleeve portion (300).

7. The steer-by-wire steering assembly (100) according to any one of claims 1 to 6, characterized in that, The sensor housing (316) includes a shaft engagement sleeve (320) configured to be mounted around the steering shaft (118).

8. The steer-by-wire steering assembly (100) according to claim 7, characterized in that, The shaft engagement sleeve (320) includes a central hole (322) configured to receive the steering shaft (118).

9. The steer-by-wire steering assembly (100) according to any one of claims 1 to 8, characterized in that, The sensor housing (316) includes a first housing engagement surface (318) and a second housing engagement surface (326), the first housing engagement surface (318) and the second housing engagement surface (326) being configured to engage with the first channel engagement surface (304) and the second channel engagement surface (324) of the sensor channel (302), respectively.

10. The steer-by-wire steering assembly (100) according to claim 9, characterized in that, The sensor channel (302) includes a first channel engagement surface (304) and a second channel engagement surface (324), the first channel engagement surface (304) being configured to engage with the first housing engagement surface (318) when the screw actuator (232) rotates in a first direction, and the second channel engagement surface (324) being configured to engage with the second housing engagement surface (326) when the screw actuator (232) rotates in a second direction.

11. The steer-by-wire steering assembly (100) according to any one of claims 1 to 10, characterized in that, The sensor housing (316) is mounted on the steering shaft (118) using set screws, press fitting, or welding.

12. The steer-by-wire steering assembly (100) according to any one of claims 1 to 11, characterized in that, It also includes a second sensor assembly (500) comprising a second sensor portion (244b) and a second target portion (246a), the second sensor portion (244b) and the second target portion (246a) being configured to detect the relative motion of the steering shaft (118) relative to the housing (102).

13. The steer-by-wire steering assembly (100) according to claim 12, characterized in that, The second sensor assembly (500) is a linear displacement sensor assembly (238).

14. The steer-by-wire steering assembly (100) according to claim 12 or 13, characterized in that, One of the second sensor portion (244b) and the second target portion (246b) is mounted in a second sensor housing (502) fixed relative to the steering shaft (118).

15. The steer-by-wire steering assembly (100) according to claim 14, characterized in that, The second sensor housing (502) is configured to slide within the second sensor channel (302) in the housing (102).

16. The steer-by-wire steering assembly (100) according to any one of claims 12 to 15, characterized in that, The first sensor assembly (238) and the second sensor assembly (500) are mounted at different locations on the steering shaft (118).

17. The steer-by-wire steering assembly (100) according to any one of claims 1 to 16, characterized in that, The motor assembly (206) includes a first motor (208) and a second motor (210), and the rotor support sleeve (216) is operatively connected between the first motor (208), the second motor (210) and the screw actuator (232).

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