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

Abstract

The application discloses a steering column assembly, a steering system, a vehicle and a steering angle detection method. The steering column assembly comprises a shell, a steering shaft arranged in the shell and rotationally connected to the shell, the steering shaft being used for being connected to a steering wheel, a first transmission assembly sleeved on the outer periphery of the steering shaft, a second transmission assembly rotationally connected to the first transmission assembly and rotationally connected to the shell, a first detection member connected to the shell and used for detecting a first rotation angle of the second transmission assembly, and a second detection member connected to the shell and used for detecting a second rotation angle of the steering shaft. In this way, the first rotation angle detected by the first detection member and the second rotation angle detected by the second detection member are mutually calibrated, so that the detection precision of the steering wheel is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to a steering column assembly, a steering system, a vehicle, and a method for detecting steering angle. Background Technology

[0002] With the development of technology, vehicles have become an indispensable means of transportation for people's daily travel. Vehicles are equipped with a steering column assembly, which contains a steering shaft and an angle sensor. The steering shaft is connected to the steering wheel, and the angle sensor is connected to the steering shaft. The angle sensor detects the angle of the steering shaft and thus the rotation angle of the steering wheel in real time, thereby controlling the vehicle's precise steering. However, when the steering wheel malfunctions, the precision of its measurement decreases, affecting the user experience. Summary of the Invention

[0003] This application aims to provide a steering column assembly, steering system, vehicle, and steering angle detection method, which can solve the problem in the prior art that abnormal conditions of the steering wheel lead to low precision measurement accuracy of the steering wheel.

[0004] To solve the above-mentioned technical problems, this application is implemented as follows: In a first aspect, embodiments of this application propose a steering column assembly, comprising: a housing; a steering shaft disposed within the housing and rotatably connected to the housing, the steering shaft being used to connect to a steering wheel; a first transmission assembly sleeved on the outer periphery of the steering shaft; a second transmission assembly rotatably connected to the first transmission assembly and rotatably connected to the housing; a first detection element connected to the housing for detecting a first rotation angle of the second transmission assembly; and a second detection element connected to the housing for detecting a second rotation angle of the steering shaft.

[0005] Optionally, the first transmission assembly includes a first gear, and the second transmission assembly includes a second gear; the first gear is sleeved on the outer periphery of the steering shaft and is fixedly connected to the steering shaft; the second gear is disposed on one side of the first gear along the radial direction of the steering shaft, the second gear meshes with the first gear, the second gear is rotatably connected to the housing, and the first detection element is used to detect the first rotation angle of the second gear.

[0006] Optionally, the number of teeth of the first gear is A, the number of teeth of the second gear is B, and the greatest common divisor of A and B is C, satisfying either 3C < A or 3C < B.

[0007] Optionally, the second transmission assembly further includes a first mating part; the first mating part is connected to the second gear, the first detection element and the first mating part are disposed opposite to each other, and the first detection element is used to detect the rotation angle of the first mating part.

[0008] Optionally, the first mating part has a first rotation axis, the second gear has a second rotation axis, and the first rotation axis and the second rotation axis coincide.

[0009] Optionally, the housing includes a first sub-housing and a second sub-housing; the first sub-housing and the second sub-housing are interconnected, and the steering shaft is disposed within the first sub-housing and the second sub-housing and rotatably connected to the first sub-housing and the second sub-housing; the first sub-housing is provided with a first mounting portion on the side facing the second sub-housing, and the first detection element is connected to the first mounting portion; the second sub-housing is provided with a second mounting portion on the side facing the first sub-housing, and the second gear is rotatably connected to the second mounting portion.

[0010] Optionally, the first mounting part has a first mounting groove on the side facing the second gear, and the first detection element is embedded in the first mounting groove.

[0011] Optionally, the second gear has a second mounting groove on the side facing the first mounting portion, and the first mating portion is embedded in the second mounting groove.

[0012] Optionally, the steering column assembly further includes a pin; the pin passes through the second gear and is fixedly connected to the second gear, one end of the pin is fixedly connected to the first mating part, and the other end of the pin is rotatably connected to the second mounting part.

[0013] Optionally, the steering shaft includes a steering shaft body and a second mating part; the steering shaft body is disposed inside the housing and rotatably connected to the housing, the second mating part is fixedly connected to the steering shaft body, the second detection element is connected to the housing, the second detection element and the second mating part are disposed opposite to each other, and the second detection element is used to detect the rotation angle of the second mating part.

[0014] Optionally, the second mating part has a third rotation axis, and the steering shaft body has a fourth rotation axis, wherein the third rotation axis and the fourth rotation axis coincide.

[0015] Optionally, the first transmission assembly further includes a first limiting member, and the second transmission assembly further includes a second limiting member; the first limiting member is disposed on the outer periphery of the steering shaft and is fixedly connected to the steering shaft; the second limiting member is disposed on the side of the second gear away from the first detection member, and is fixedly connected to the second gear, with the second limiting member and the first limiting member providing limiting cooperation.

[0016] Optionally, the first limiting member includes a first body portion and a first limiting portion, and the second limiting member includes a second body portion and a second limiting portion; the first body portion is sleeved on the outer periphery of the steering shaft and fixedly connected to the steering shaft, and the first limiting portion is disposed on the outer periphery side of the first body portion; the second body portion is fixedly connected to the second gear, and the second limiting portion is disposed on the outer periphery side of the second body portion; the first limiting portion and the second limiting portion can limit the rotation angle of the steering shaft by limiting the engagement.

[0017] Optionally, the first limiting portion includes a first sub-limiting portion and a second sub-limiting portion; the first sub-limiting portion and the second sub-limiting portion are arranged at intervals along the circumference of the first body portion, the first sub-limiting portion has a first groove on the side away from the first body portion, the second limiting portion has a protrusion on the side away from the first body portion, and the protrusion is embedded in the first groove; the second sub-limiting portion has a second groove on the side away from the first body portion, and the protrusion is also embedded in the second groove.

[0018] Optionally, the first groove has a first groove wall along the circumference of the steering shaft, the first groove wall has a first end point and a second end point spaced apart, the rotation axis of the steering shaft is a first axis, and the distance from the first end point to the first axis is greater than the distance from the second end point to the first axis.

[0019] Optionally, the second groove has a second groove wall, which has a third end point and a fourth end point spaced apart along the circumference of the steering shaft. The rotation axis of the steering shaft is a first axis, and the distance from the third end point to the first axis is greater than the distance from the fourth end point to the first axis.

[0020] Optionally, one of the first gear and the first limiting member is a plastic part, and the other is a metal part.

[0021] Optionally, one of the second gear and the second limiting member is a plastic part, and the other is a metal part.

[0022] Optionally, the steering column assembly further includes a rotor and a stator; both the rotor and the stator are disposed within the housing, the rotor is connected to the steering shaft, the stator is arranged circumferentially around the rotor, and the stator is used to drive the rotor to rotate, thereby driving the steering shaft to rotate.

[0023] Optionally, the steering column assembly further includes a control component; the control component is connected to the housing, and the stator, the first detection element, and the second detection element are electrically connected to the control component, respectively, and the control component is used to control the working state of the stator, the first detection element, and the second detection element.

[0024] Optionally, the steering column assembly further includes a connecting column; the connecting column passes through the housing, the connecting column and the steering shaft are coaxially arranged, the steering shaft is fixedly connected to the connecting column, and the connecting column is used to connect to the steering wheel.

[0025] Secondly, embodiments of this application provide a steering system, including the steering column assembly as described in the above embodiments.

[0026] Thirdly, embodiments of this application provide a vehicle including a steering column assembly as described in the above embodiments; or, including a steering system as described in the above embodiments.

[0027] Fourthly, this application provides a steering angle detection method applied to the steering column assembly described in the above embodiments. The steering angle detection method includes: The second rotation angle of the steering shaft is detected by the second detection element; The first rotation angle of the second transmission component is detected by the first detection element; The second rotation angle is corrected based on the first rotation angle to determine the actual rotation angle of the steering wheel.

[0028] Optionally, the step of correcting the second rotation angle based on the first rotation angle to determine the actual rotation angle of the steering wheel includes: Calculate the target angle difference based on the second rotation angle and the first rotation angle; When the steering shaft rotates one revolution, the standard angular difference between the first transmission assembly and the second transmission assembly is determined; The actual rotation angle of the steering wheel is determined based on the target angle difference and the standard angle difference.

[0029] In this embodiment, by placing the steering shaft inside the housing and rotatably connecting it to the housing, connecting the steering shaft and the steering wheel, a first transmission assembly is sleeved on the outer periphery of the steering shaft, a second transmission assembly is rotatably connected to the first transmission assembly and rotatably connected to the housing, and a first detection element and a second detection element are respectively connected to the housing, thereby measuring the first rotation angle of the second transmission assembly and the second rotation angle of the steering shaft, so that the first rotation angle detected by the first detection element and the second rotation angle detected by the second detection element can be mutually calibrated, thereby improving the detection accuracy of the steering wheel.

[0030] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0031] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of a steering column assembly according to an embodiment of this application; Figure 2 This is a partial cross-sectional view of the steering column assembly according to an embodiment of this application; Figure 3 This is a schematic diagram of the cooperation between the first transmission component and the second transmission component according to an embodiment of this application; Figure 4 This is a schematic diagram of the first sub-shell according to an embodiment of this application; Figure 5 This is a schematic diagram showing the initial positions of the first and second limiting members according to an embodiment of this application; Figure 6 This is a schematic diagram of the first and second limiting members rotating to their maximum rotation angle according to an embodiment of this application; Figure 7 This is a schematic diagram of the first and second limiting members rotating to the minimum rotation angle according to an embodiment of this application; Figure 8 This is a flowchart of a steering angle detection method according to an embodiment of this application.

[0032] Figure label: 10. First inspection piece; 20. Steering shaft; 21. Steering shaft body; 22. Second mating part; 30. Housing; 31. First sub-housing; 311. First mounting part; 32. Second sub-housing; 321. Second mounting part; 301. First mounting groove; 40. First transmission assembly; 41. First gear; 42. First limiting member; 421. First body part; 422. First limiting part; 422a. First sub-limiting part; 422b. Second sub-limiting part; 401. First groove; 4011. First groove wall; 401a. First end point; 401b. Second end point; 402. Second groove; 4021. Second groove wall; 402a. Third end point; 402b. Fourth end point; 50. Second transmission assembly; 51. Second gear; 52. Second limiting member; 521. Second body part; 522. Second limiting part; 501. Second mounting groove; 502. Protrusion; 53. First mating part; 60. Second inspection item; 70. Control components; 71. Circuit board; 72. Protective housing; 81. Pin; 82. Bearing; 83. Connecting pin; 84. Outer sleeve; 85. Positioning ring. Detailed Implementation

[0033] The embodiments of this application will now be described in detail. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0034] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0035] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0036] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0037] In existing technology, the steering column assembly is equipped with a steering shaft and an angle sensor. The angle sensor is connected to the steering shaft, and the steering wheel is connected to the steering shaft. To control vehicle steering, typically only one angle sensor (SAS) is used to detect the rotation angle of the steering shaft, and thus the steering angle of the steering wheel. However, when the steering column assembly is in an abnormal operating state—for example, during or after a system power outage—if the driver continues to turn the steering wheel, the angle sensor will lose power and will be unable to detect the actual rotation angle of the steering shaft in real time. This results in a deviation between the angle information read by the system and the actual position of the steering wheel. This deviation not only causes the loss or desynchronization of steering angle information but may also affect related vehicle functions that rely on this signal (such as electronic power steering, vehicle stability control, lane keeping assist, etc.), thereby reducing the reliability of the system and the overall driving experience for the user.

[0038] The steering column assembly, steering system, vehicle, and steering angle detection method provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0039] Example 1: like Figure 1 and Figure 2 As shown in the figure, this application provides a steering column assembly, including: a housing 30; a steering shaft 20 disposed within the housing 30 and rotatably connected to the housing 30, the steering shaft 20 being used to connect to a steering wheel; a first transmission assembly 40 sleeved on the outer periphery of the steering shaft 20; a second transmission assembly 50 rotatably connected to the first transmission assembly 40 and rotatably connected to the housing 30; a first detection element 10 connected to the housing 30 for detecting a first rotation angle of the second transmission assembly 50; and a second detection element 60 connected to the housing 30 for detecting a second rotation angle of the steering shaft 20.

[0040] In this embodiment, by placing the steering shaft 20 inside the housing 30 and rotatably connecting it to the housing 30, connecting the steering shaft 20 to the steering wheel, sleeved the first transmission assembly 40 around the outer periphery of the steering shaft 20, rotatably connecting the second transmission assembly 50 to the first transmission assembly 40 and rotatably connecting it to the housing 30, and connecting the first detection element 10 and the second detection element 60 to the housing 30 respectively, the first rotation angle of the second transmission assembly 50 and the second rotation angle of the steering shaft 20 are measured. This allows for mutual calibration of the first rotation angle detected by the first detection element 10 and the second rotation angle detected by the second detection element 60, thereby improving the detection accuracy of the steering wheel.

[0041] For example, if the second detection element 60 has a systematic error in a specific angle range, the data of the second detection element 60 can be calibrated by comparing it with the detection data of the first detection element 10, thereby improving the accuracy of the overall steering angle detection and making the vehicle steering control more precise.

[0042] Furthermore, the actual rotation angle of the steering wheel can be determined based on the relationship between the first rotation angle of the second transmission assembly 50 and the second rotation angle of the steering shaft 20, thereby improving the detection accuracy of the steering wheel angle. Specifically, when the steering wheel is in operation and the first detection element 10 and the second detection element 60 are de-energized and then re-energized, the steering wheel has rotated a certain number of turns due to manual operation. However, because the first detection element 10 and the second detection element 60 were not energized, the actual rotation angle and number of turns of the steering wheel cannot be detected. After the first detection element 10 and the second detection element 60 are energized, they can only read the relative angle of the steering wheel (i.e., 0°-360°), and cannot read the actual rotation angle of the steering wheel. This application corrects the second rotation angle of the steering shaft 20 based on the first rotation angle of the second transmission assembly 50, thereby determining the actual rotation angle of the steering wheel.

[0043] For example, when the steering wheel is working and the first detection element 10 and the second detection element 60 are not powered, taking the second detection element 60 as an example, if the steering wheel actually rotates 1.2 revolutions and the actual rotation angle is 432°, after the second detection element 60 is powered on, it can only detect the relative angle, that is, it can only detect a rotation angle of 72°, losing 1 revolution, that is, losing 360°, thus causing the second detection element 60 to lose its function of detecting the actual rotation angle of the steering wheel. The same applies to the first detection element 10, which will not be described in detail in this embodiment. However, in this application, when the steering wheel is working and the second detection element 60 and the first detection element 10 are de-energized and then re-energized, the actual rotation angle of the steering wheel can be calculated by the relationship between the first rotation angle and the second rotation angle.

[0044] It is understandable that when the steering wheel is working and the first detection element 10 and the second detection element 60 are always energized, the angle detected by the second detection element 60 is the actual rotation angle of the steering wheel; for example, if the second detection element 60 detects that the second rotation angle of the steering shaft 20 is 380°, then the actual rotation angle of the steering wheel is 380°.

[0045] In addition, the first detection component 10 and the second detection component 60 can serve as backups for each other. That is, if one of the first detection component 10 and the second detection component 60 is damaged, the other detection component can be used to detect the actual rotation angle of the steering wheel, thereby improving the reliability and fault tolerance of the steering column assembly and ensuring the reliability of the vehicle steering control function.

[0046] It should be noted that, in order to reduce the detection error between the first detection element 10 and the second detection element 60, the second detection element 60 can be a detection element of the same type as the first detection element 10, so as to reduce the detection error caused by using different types of detection elements.

[0047] In some embodiments, the first rotation angle of the second transmission assembly 50 can also be detected by setting multiple first detection elements 10; for example, two first detection elements 10 can be set, with the two detection elements respectively located on both sides of the second transmission assembly 50 along the axial direction of the steering shaft 20, so that the first rotation angle of the second transmission assembly 50 can be detected together by the two first detection elements 10, so as to improve the detection accuracy.

[0048] Example 2: Optionally, such as Figure 2 and Figure 3 As shown, the first transmission assembly 40 includes a first gear 41, and the second transmission assembly 50 includes a second gear 51; the first gear 41 is sleeved on the outer periphery of the steering shaft 20 and is fixedly connected to the steering shaft 20; the second gear 51 is located on one side of the first gear 41 along the radial direction of the steering shaft 20, the second gear 51 meshes with the first gear 41, the second gear 51 is rotatably connected to the housing 30, and the first detection element 10 is used to detect the first rotation angle of the second gear 51.

[0049] In this embodiment, by sleeved on the outer periphery of the steering shaft 20 and fixedly connected to the steering shaft 20 by the first gear 41 of the first transmission assembly 40, and the second gear 51 of the second transmission assembly 50 is disposed on one side of the first gear 41 along the radial direction of the steering shaft 20 and meshes with the first gear 41, the rotation of the steering shaft 20 can be reliably transmitted to the second gear 51. In turn, the first detection element 10 detects the first rotation angle of the second gear 51, ensuring the accuracy and stability of the angle transmission, thereby providing reliable data support for the precise steering control of the vehicle.

[0050] Furthermore, different transmission ratios can be achieved by rationally designing the gear ratio of the first gear 41 and the second gear 51, thereby optimizing the performance of the steering system, such as adjusting the steering sensitivity and effort. For example, the gear ratio of the first gear 41 and the second gear 51 can be set to 1:1. In this case, the first rotation angle of the first gear 41 detected by the first detection element 10 is the actual rotation angle of the steering wheel. Alternatively, the gear ratio of the first gear 41 and the second gear 51 can be set to 1:2, meaning that for every one revolution of the first gear 41, the second gear 51 rotates half a revolution. In this case, half of the first rotation angle of the first gear 41 detected by the first detection element 10 is the actual rotation angle of the steering wheel. If the actual rotation angle of the steering wheel exceeds 360°, for example, if the actual rotation angle of the steering wheel is 540°, the first detection element 10 will record the actual rotation angle of the steering wheel as 1 revolution and 180°.

[0051] In some embodiments, the first gear 41 can be a separately configured gear, meaning a pre-fabricated gear is precisely fitted onto the steering shaft 20, and the first gear 41 is fixedly connected to the steering shaft 20. In this way, during assembly, the pre-machined gear is simply fitted directly onto the steering shaft 20, and common mechanical connection methods such as spline connection and interference fit are used to ensure a firm connection between the first gear 41 and the steering shaft 20, achieving stable power transmission between them. Alternatively, the first gear 41 can also be a gear structure formed by directly machining tooth grooves onto the outer circumferential surface of the steering shaft 20. In this way, the first gear 41 and the steering shaft 20 are an integral structure, avoiding the material consumption required for manufacturing additional gears, reducing production costs to a certain extent, and also reducing compatibility issues that may arise due to differences in the material properties of different components.

[0052] Example 3: Optionally, such as Figure 2 and Figure 3 As shown, the number of teeth of the first gear 41 is A, the number of teeth of the second gear 51 is B, and the greatest common divisor of A and B is C, satisfying either 3C < A or 3C < B. Preferably, the number of teeth of the first gear 41 is 53 and the number of teeth of the second gear 51 is 61; or, the number of teeth of the first gear 41 is 55 and the number of teeth of the second gear 51 is 66.

[0053] It's understandable that the relative number of rotations of the steering wheel is ±1.5 turns, meaning that rotating it 1.5 turns counterclockwise and 1.5 turns clockwise from its initial position. In terms of absolute rotations, the steering wheel rotates 3 times.

[0054] In this embodiment of the application, by setting the number of teeth of the first gear 41 and the number of teeth between the second gear 51 to satisfy 3C < A or 3C < B, the 0° position of the first gear 41 and the 0° position of the second gear 51 will not overlap within three turns, so as to calculate the actual rotation angle of the steering wheel when the steering wheel is working and the first detection element 10 and the second detection element 60 are de-energized and then re-energized.

[0055] In addition, the reasonable tooth number relationship makes the order and frequency of the first gear 41 and the second gear 51 engaging in meshing relatively stable when transmitting torque, so that the load distribution on the first gear 41 and the second gear 51 is more uniform.

[0056] In addition, during vehicle steering, whether it is a small-angle steering at high speed or a large-angle steering at low speed, the stable load distribution ensures that the first gear 41 and the second gear 51 will not be deformed or damaged due to local overload during transmission, which further enhances the stability of the entire steering column assembly and improves the vehicle's handling safety.

[0057] In some embodiments, taking the case where the number of teeth of the first gear 41 is greater than the number of teeth of the second gear 51, the overlap period of the initial position (0°) of the first gear 41 and the initial position (0°) of the second gear 51 is T=A / C: the initial position overlap period is equal to the number of rotations actually made by the second gear 51; in the initial state, the 0° position of the first gear 41 and the 0° position of the second gear 51 coincide.

[0058] For example, if A=12 and B=9, then C=3 and T=3. When the first gear 41 rotates 3 times, the second gear 51 rotates 4 times. At this time, the 0° position of the first gear 41 and the 0° position of the second gear 51 coincide again. That is to say, within the case that the first gear 41 rotates 3 times, the 0° position of the first gear 41 and the 0° position of the second gear 51 will not coincide, which satisfies the requirements.

[0059] For example, if A=10, B=5, then C=5, T=2. When the first gear 41 rotates 2 revolutions, the second gear 51 rotates 4 revolutions. At this time, the 0° position of the first gear 41 and the 0° position of the second gear 51 coincide again. That is to say, within 2 revolutions of the first gear 41, the 0° position of the first gear 41 and the 0° position of the second gear 51 coincide again, thus failing to meet the requirements.

[0060] In summary, considering that the number of teeth A and the greatest common divisor C of the first gear 41 in the above embodiments satisfy 3C < A, or the number of teeth B and the greatest common divisor C of the second gear 51 satisfy 3C < B, the 0° position of the first gear 41 and the 0° position of the second gear 51 will not coincide again within at least three rotations of the first gear 41. That is, the number of rotations of the steering wheel when it is not powered can be calculated using the relationship between the number of teeth of the first gear 41 and the second gear 51, and then the actual angle of rotation of the steering wheel when it is not powered can be calculated.

[0061] It should be noted that the specific direction of calculating the actual rotation angle of the steering wheel when it is not powered on by using the tooth number relationship between the first gear 41 and the second gear 51 is described in detail in the embodiment of the steering angle detection method.

[0062] Optionally, such as Figure 2 and Figure 3 As shown, the second transmission assembly 50 also includes a first mating part 53; the first mating part 53 is connected to the second gear 51, and the first detection element 10 and the first mating part 53 are disposed opposite to each other. The first detection element 10 is used to detect the rotation angle of the first mating part 53.

[0063] Example 4: In this embodiment of the application, by connecting the first mating part 53 to the second gear 51, the first detection member 10 and the first mating part 53 are arranged opposite to each other, so that the first detection member 10 can detect the rotation angle of the first mating part 53, and thus detect the rotation angle of the first gear 41.

[0064] In some embodiments, the first detection element 10 may be a mechanical angle detection sensor, an optical angle detection sensor, a magnetoelectric angle detection sensor, a capacitive angle detection sensor, an inertial angle detection sensor, a fiber optic angle detection sensor, etc. Those skilled in the art can choose according to actual needs, and the embodiments of this application do not impose any limitations.

[0065] For example, when the first detection element 10 can be set as a circuit board 71 with a Hall sensor, the first mating part 53 can be set as a magnetic element. When the magnetic element rotates under the drive of the second gear 51, the magnetic field generated by the magnetic element will act on the Hall sensor. The electrons inside the Hall sensor will be deflected under the action of the magnetic field, thereby generating a Hall voltage related to the magnetic field strength and current. The rotation angle of the first gear 41 can be determined by detecting the change of the Hall voltage.

[0066] Example 5: Optionally, such as Figure 2 and Figure 3As shown, the first mating part 53 has a first rotation axis, and the second gear 51 has a second rotation axis, with the first rotation axis and the second rotation axis coinciding.

[0067] In this embodiment, the first rotation axis of the first mating part 53 and the second rotation axis of the second gear 51 are aligned. This ensures that during the rotation of the second gear 51, the first mating part 53 and the second gear 51 rotate around the same rotation axis, maintaining a constant relative position. This allows the first detection element 10 to accurately detect the first rotation angle of the second gear 51 through the first mating part 53, thereby further detecting the actual rotation angle of the steering wheel.

[0068] It should be noted that the axis of rotation refers to a straight line around which the object rotates; in the embodiments of this application, when the first mating part 53 is annular, the first axis of rotation of the first mating part 53 is a straight line passing through the center of the first mating part 53 and perpendicular to the plane in which the first mating part 53 is located; similarly, when the second gear 51 is an annular gear, the second axis of rotation of the second gear 51 is a straight line passing through the center of the second gear 51 and perpendicular to the plane in which the second gear 51 is located.

[0069] Example 6: Optionally, such as Figure 1 , Figure 2 and Figure 4 As shown, the housing 30 includes a first sub-housing 31 and a second sub-housing 32; the first sub-housing 31 and the second sub-housing 32 are connected to each other, and the steering shaft 20 is disposed in the first sub-housing 31 and the second sub-housing 32 and rotatably connected to the first sub-housing 31 and the second sub-housing 32; the first sub-housing 31 is provided with a first mounting part 311 on the side facing the second sub-housing 32, and the first detection element 10 is connected to the first mounting part 311; the second sub-housing 32 is provided with a second mounting part 321 on the side facing the first sub-housing 31, and the second gear 51 is rotatably connected to the second mounting part 321.

[0070] In this embodiment of the application, by placing the steering shaft 20 inside the first sub-housing 31 and the second sub-housing 32 and rotatably connecting it to the first sub-housing 31 and the second sub-housing 32, and by connecting the first detection element 10 to the first mounting portion 311 of the first sub-housing 31, and rotatably connecting the second gear 51 to the second mounting portion 321 of the second sub-housing 32, the installation of the first detection element 10 and the second gear 51 is facilitated.

[0071] In some embodiments, such as Figure 2 and Figure 4As shown, the steering column assembly also includes a positioning ring 85, which is disposed on the first sub-housing 31 and the second sub-housing 32. The positioning ring 85 is used for positioning and connecting the first sub-housing 31 and the second sub-housing 32.

[0072] Optionally, such as Figure 4 As shown, the first mounting part 311 has a first mounting groove 301 on the side facing the second gear 51, and the first detection element 10 is embedded in the first mounting groove 301.

[0073] In this embodiment of the application, by providing a first mounting groove 301 on the side of the first mounting part 311 facing the second gear 51, the first detection element 10 is embedded in the first mounting groove 301, thereby facilitating the strengthening of the connection between the first detection element 10 and the first mounting groove 301 and preventing the first detection element 10 from falling off.

[0074] In some embodiments, the shape of the first mounting groove 301 is adapted to the outer contour of the first detection element 10. For example, if the first detection element 10 is square, then the shape of the first mounting groove 301 is square, ensuring that the first detection element 10 can be tightly and accurately embedded in the first mounting groove 301.

[0075] In some embodiments, a sealant with a certain degree of adhesion is applied to the bottom and side walls of the first mounting groove 301. This enhances the connection's strength and provides a waterproof and dustproof seal, preventing external environmental factors from affecting the performance of the first detection element 10. Simultaneously, considering that the first detection element 10 may generate heat during operation, the bottom and side walls of the first mounting groove 301 are designed with heat dissipation fins to quickly conduct the heat generated by the first detection element 10 to the outside, improving heat dissipation efficiency.

[0076] Optionally, such as Figure 2 and Figure 3 As shown, the second gear 51 has a second mounting groove 501 on the side facing the first mounting part 311, and the first mating part 53 is embedded in the second mounting groove 501.

[0077] In this embodiment of the application, by providing a second mounting groove 501 on the side of the second gear 51 facing the first mounting part 311, the first mating part 53 is embedded in the second mounting groove 501, thereby facilitating the strengthening of the connection between the first mating part 53 and the second mounting groove 501 and preventing the first mating part 53 from falling off.

[0078] Example 7: Optionally, such as Figure 3 As shown, the steering column assembly also includes a pin 81; the pin 81 passes through the second gear 51 and is fixedly connected to the second gear 51, one end of the pin 81 is fixedly connected to the first mating part 53, and the other end of the pin 81 is rotatably connected to the second mounting part 321.

[0079] In this embodiment, by passing a pin 81 through the second gear 51 and fixing it to the second gear 51, one end of the pin 81 is fixedly connected to the first mating part 53, and the other end of the pin 81 is rotatably connected to the second mounting part 321, thereby connecting the first mating part 53 and the second gear 51 through the pin 81 for easy installation.

[0080] Example 8: Optionally, such as Figure 2 As shown, the steering shaft 20 includes a steering shaft body 21 and a second mating part 22; the steering shaft body 21 is disposed inside the housing 30 and rotatably connected to the housing 30, the second mating part 22 is fixedly connected to the steering shaft body 21, and the second detection element 60 is connected to the housing 30. The second detection element 60 and the second mating part 22 are arranged opposite to each other, and the second detection element 60 is used to detect the rotation angle of the second mating part 22.

[0081] In this embodiment, the steering shaft body 21 is disposed inside the housing 30 and rotatably connected to the housing 30, the second mating part 22 is fixedly connected to the steering shaft body 21, and the second detection element 60 is connected to the housing 30. The second detection element 60 and the second mating part 22 are arranged opposite to each other, so that the second detection element 60 can be used to detect the rotation angle of the second mating part 22, and then detect the first rotation angle of the steering shaft 20.

[0082] In some embodiments, such as Figure 2 As shown, the steering shaft body 21 has a threaded hole at a position corresponding to the second mating part 22. A bolt of suitable specification is selected, and the bolt's diameter, length, thread specification, and other parameters match the threaded hole on the steering shaft body 21. During assembly, the bolt is inserted into the second mating part 22 and then threaded into the threaded hole in the steering shaft body 21, thereby achieving a stable connection between the steering shaft body 21 and the second mating part 22.

[0083] It should be noted that the second detection element 60 and the first detection element 10 may be of the same type or different, and this application embodiment does not impose any restrictions on this.

[0084] In some embodiments, the steering column assembly further includes bearings 82 disposed in the first sub-housing 31 and at both ends of the steering shaft body 21 along its axial direction, with the steering shaft body 21 passing through the bearings 82. In this way, the bearings 82 disposed at both ends of the steering shaft body 21 form two stable fulcrums for the steering shaft body 21, providing support for the steering shaft body 21.

[0085] Example 9: Optionally, such as Figure 2As shown, the second mating part 22 has a third rotation axis, and the steering shaft body 21 has a fourth rotation axis, with the third rotation axis and the fourth rotation axis coinciding.

[0086] In this embodiment, the third rotation axis of the second mating part 22 is aligned with the fourth rotation axis of the steering shaft body 21. This ensures that during the rotation of the steering shaft body 21, the second mating part 22 and the steering shaft body 21 rotate around the same rotation axis, maintaining a constant relative position. This allows the second detection element 60 to accurately detect the rotation angle of the steering shaft body 21 through the second mating part 22, thereby further detecting the actual rotation angle of the steering wheel.

[0087] It should be noted that when the second mating part 22 is annular, the third rotation axis of the second mating part 22 is a straight line passing through the center of the second mating part 22 and perpendicular to the plane where the second mating part 22 is located; the fourth rotation axis of the steering shaft body 21 is the central axis of the steering shaft body 21.

[0088] In some embodiments, considering vibrations and impacts during vehicle operation, a rubber damping pad is provided between the second detection element 60 and the first sub-housing 31. The rubber damping pad can effectively absorb vibration and impact energy, reduce the impact on the detection accuracy of the second detection element 60, and ensure the detection reliability of the second detection element 60.

[0089] Example 10: Optionally, such as Figure 2 and Figure 3 As shown, the first transmission assembly 40 further includes a first limiting member 42, and the second transmission assembly 50 further includes a second limiting member 52; the first limiting member 42 is disposed on the outer periphery of the steering shaft 20 and is fixedly connected to the steering shaft 20; the second limiting member 52 is disposed on the side of the second gear 51 away from the first detection member 10, and is fixedly connected to the second gear 51, with the second limiting member 52 and the first limiting member 42 providing limiting cooperation.

[0090] In this embodiment of the application, by fixing the first limiting member 42 to the steering shaft 20 and the second limiting member 52 to the second gear 51, the limiting cooperation between the two can limit the steering wheel and prevent the steering wheel rotation angle from exceeding the safety limit, thereby improving the durability and service life of the steering column assembly.

[0091] Example 11: Optionally, such as Figures 5 to 7As shown, the first limiting member 42 includes a first body portion 421 and a first limiting portion 422, and the second limiting member 52 includes a second body portion 521 and a second limiting portion 522. The first body portion 421 is sleeved on the outer periphery of the steering shaft 20 and fixedly connected to the steering shaft 20. The first limiting portion 422 is disposed on the outer periphery of the first body portion 421. The second body portion 521 is fixedly connected to the second gear 51. The second limiting portion 522 is disposed on the outer periphery of the second body portion 521. The first limiting portion 422 and the second limiting portion 522 can limit the rotation angle of the steering shaft 20 by limiting the engagement.

[0092] In this embodiment, the first body portion 421 of the first limiting member 42 is sleeved on the outer periphery of the steering shaft 20 and fixedly connected to the steering shaft 20, thereby achieving a fixed connection between the first limiting member 42 and the steering shaft 20. The first limiting portion 422 of the first limiting member 42 is disposed on the outer periphery of the first body portion 421 to facilitate the use of the radial space of the steering shaft 20. The second body portion 521 of the second limiting member 52 is fixedly connected to the second gear 51, thereby achieving a fixed connection between the second limiting member 52 and the second gear 51. The second limiting portion 522 is disposed on the outer periphery of the second body portion 521 to facilitate the use of the radial space of the steering shaft 20. Furthermore, the limiting fit between the first limiting portion 422 and the second limiting portion 522 restricts the rotation angle of the steering shaft 20, thereby preventing the steering wheel rotation angle from exceeding the safety limit, thereby improving the durability and service life of the steering column assembly.

[0093] Optionally, such as Figures 5 to 7 As shown, the first limiting portion 422 includes a first sub-limiting portion 422a and a second sub-limiting portion 422b; the first sub-limiting portion 422a and the second sub-limiting portion 422b are arranged at intervals along the circumference of the first body portion 421. The first sub-limiting portion 422a has a first groove 401 on the side away from the first body portion 421, and the second limiting portion 422 has a protrusion 502 on the side away from the first body portion 421, and the protrusion 502 is embedded in the first groove 401; the second sub-limiting portion 422b has a second groove 402 on the side away from the first body portion 421, and the protrusion 502 is also embedded in the second groove 402.

[0094] In this embodiment, by arranging the first sub-limiting portion 422a and the second sub-limiting portion 422b circumferentially spaced along the first body portion 421, the first sub-limiting portion 422a has a first groove 401 on the side away from the first body portion 421, and the second limiting portion 522 has a protrusion 502 on the side away from the first body portion 421, the protrusion 502 being embedded in the first groove 401; the second sub-limiting portion 422b has a second groove 402 on the side away from the first body portion 421, and the protrusion 502 is also embedded in the second groove 402, thereby limiting the two extreme rotation angles of the steering wheel.

[0095] Specifically, the steering wheel has a first limit angle and a second limit angle. The first limit angle is the maximum angle that the steering wheel can rotate counterclockwise relative to its initial position (0°). At the first limit angle, the protrusion 502 is embedded in the first groove 401. The second limit angle is the maximum angle that the steering wheel can rotate clockwise relative to its initial position (0°). At the second limit angle, the protrusion 502 is embedded in the second groove 402. For example, taking the clockwise rotation angle as positive, the first limit angle is -570° and the second limit angle is 570°.

[0096] Optionally, such as Figure 5 and Figure 6 As shown, the first groove 401 has a first groove wall 4011. Along the circumference of the steering shaft 20, the first groove wall 4011 has a first end point 401a and a second end point 401b that are spaced apart. The rotation axis of the steering shaft 20 is the first axis. The distance from the first end point 401a to the first axis is greater than the distance from the second end point 401b to the first axis.

[0097] In this embodiment of the application, by setting the distance from the first end point 401a of the first groove wall 4011 to the first axis to be greater than the distance from the second end point 401b of the first groove wall 4011 to the first axis, when the steering wheel is rotated to the first limit angle, the portion of the first groove wall 4011 corresponding to the first end point 401a can restrict the protrusion 502 from continuing to rotate counterclockwise.

[0098] Specifically, such as Figure 6 As shown, when the protrusion 502 of the second limiting part 522 rotates close to the first limit position, it will first contact the second end point 401b, which is closer to the first axis. Since the first end point 401a is farther from the first axis than the second end point 401b, the protrusion 502 slowly slides into the first groove 401. As the steering shaft 20 continues to rotate counterclockwise, the first groove wall 4011 corresponding to the first end point 401a abuts against the protrusion 502, thereby restricting the protrusion 502 from continuing to rotate clockwise.

[0099] Optionally, such as Figure 5 and Figure 7 As shown, the second groove 402 has a second groove wall 4021. Along the circumference of the steering shaft 20, the second groove wall 4021 has a third end point 402a and a fourth end point 402b spaced apart. The rotation axis of the steering shaft 20 is the first axis. The distance from the third end point 402a to the first axis is greater than the distance from the fourth end point 402b to the first axis.

[0100] In this embodiment of the application, by setting the distance from the third end point 402a of the second groove wall 4021 to the first axis to be greater than the distance from the fourth end point 402b of the second groove wall 4021 to the first axis, when the steering wheel is rotated to the second limit angle, the portion of the second groove wall 4021 corresponding to the third end point 402a can restrict the protrusion 502 from continuing to rotate clockwise.

[0101] Specifically, such as Figure 7 As shown, when the protrusion 502 of the second limiting part 522 rotates close to the second limit position, it will first contact the fourth end point 402b, which is closer to the first axis. Since the third end point 402a is farther from the first axis than the fourth end point 402b, the protrusion 502 slowly slides into the second groove 402. As the steering shaft 20 continues to rotate clockwise, the second groove wall 4021 corresponding to the third end point 402a abuts against the protrusion 502, thereby restricting the protrusion 502 from continuing to rotate counterclockwise.

[0102] Example 12: Optionally, such as Figure 3 As shown, one of the first gear 41 and the first limiting member 42 is a plastic part, and the other is a metal part.

[0103] In this embodiment, by setting one of the first gear 41 and the first limiting member 42 to be a plastic part and the other to be a metal part, the noise and torque fluctuation of both are reduced, and the stability of both is improved.

[0104] In some embodiments, the first gear 41 and the first limiting member 42 may both be plastic or both be metal. Those skilled in the art can choose according to actual needs, and the embodiments of this application do not impose any restrictions here.

[0105] Optionally, such as Figure 3 As shown, one of the second gear 51 and the second limiting member 52 is a plastic part, and the other is a metal part.

[0106] In this embodiment, by setting one of the second gear 51 and the second limiting member 52 to be a plastic part and the other to be a metal part, the noise and torque fluctuation of both are reduced, and the stability of both is improved.

[0107] In some embodiments, the second gear 51 and the second limiting member 52 may both be plastic or both be metal. Those skilled in the art can choose according to actual needs, and the embodiments of this application do not impose any restrictions here.

[0108] In practical applications, the first gear 41 and the second gear 51 can be made of metal, which makes the first gear 41 and the second gear 51 strong and not easily damaged. In addition, both the first gear 41 and the second gear 51 can be produced by powder metallurgy or machining.

[0109] Example 13: Optionally, the steering column assembly also includes a rotor and a stator; both the rotor and the stator are housed within the housing 30, the rotor is connected to the steering shaft 20, and the stator is arranged circumferentially around the rotor to drive the rotor to rotate, thereby driving the steering shaft 20 to rotate.

[0110] In this embodiment, both the rotor and the stator are housed within the housing 30. The rotor is connected to the steering shaft 20, and the stator is arranged circumferentially around the rotor. The stator drives the rotor to rotate, thereby driving the steering shaft 20 to rotate, thus providing additional driving force for the rotation of the steering shaft 20 and improving driving feel.

[0111] In specific applications, this application can be applied to rack-driven electric power steering (REPS) and column-driven electric power steering (CEPS). During vehicle steering, especially at low speeds or when parking, the driver needs to exert considerable force to turn the steering wheel. At this time, through the cooperation of the rotor and stator, the power is transmitted to the steering wheel via the steering shaft 20 to assist the steering wheel in turning, thereby reducing the driver's workload and improving driving ease and convenience.

[0112] Example 14: Optionally, such as Figure 2 As shown, the steering column assembly also includes a control unit 70; the control unit 70 is connected to the housing 30, and the stator, the first detection element 10 and the second detection element 60 are electrically connected to the control unit 70 respectively. The control unit 70 is used to control the working state of the stator, the first detection element 10 and the second detection element 60.

[0113] In this embodiment, the control element 70 is connected to the housing 30, and the stator, the first detection element 10 and the second detection element 60 are electrically connected to the control element 70, so that the control element 70 can control the working state of the stator, the first detection element 10 and the second detection element 60.

[0114] Specifically, the controller includes a circuit board 71 and a protective shell 72; the protective shell 72 is connected to the housing 30, the circuit board 71 is located inside the protective shell 72, and the stator, the first detection element 10 and the second detection element 60 are electrically connected to the circuit board 71 respectively. The circuit board 71 can receive sensor signals such as vehicle speed, the first detection element 10 and the second detection element 60 in real time. After processing, the circuit board 71 controls the stator to output appropriate driving force to the rotor, thereby providing appropriate power assistance to the steering wheel, making the vehicle steering more precise and convenient, and improving the vehicle handling performance.

[0115] In addition, by using the tooth count relationship between the first gear 41 and the second gear 51 to calculate the actual number of rotations of the steering wheel when it is not powered on, and then further calculating the actual rotation angle of the steering wheel when it is not powered on, the stator and rotor can return the steering wheel to center (i.e. return it to its initial position, which is the 0° position of the steering wheel found at the factory by the tooling) based on the actual rotation angle of the steering wheel when it is powered on again.

[0116] Example 15: Optionally, such as Figure 1 and Figure 2 As shown, the steering column assembly also includes a connecting column 83; the connecting column 83 passes through the housing 30, and the connecting column 83 and the steering shaft 20 are coaxially arranged. The steering shaft 20 is fixedly connected to the connecting column 83, and the connecting column 83 is used to connect with the steering wheel.

[0117] In this embodiment, the connecting post 83 passes through the housing 30, and the connecting post 83 and the steering shaft 20 are coaxially arranged. The steering shaft 20 is fixedly connected to the connecting post 83, and the connecting post 83 is connected to the steering wheel, thereby realizing the coaxial rotation and kinetic energy transmission of the connecting post 83 and the steering shaft 20, thus realizing the direct transmission of torque without the need for a reduction mechanism and torsion bar.

[0118] In some embodiments, the steering column assembly further includes an outer sleeve 84 connected to the housing 30. A connecting column 83 passes through the outer sleeve 84, providing stable radial support to the connecting column 83 and preventing bending deformation during rotation. Simultaneously, the outer sleeve 84 acts as a protective barrier, isolating the connecting column 83 from the external environment, reducing the corrosion of the connecting column 83 by dust, moisture, etc., and extending its service life.

[0119] In some embodiments, the outer tube 84 is typically made of a high-strength metal material (such as aluminum alloy or steel) or a lightweight composite material to form a rigid frame.

[0120] Example 16: Optionally, embodiments of this application provide a steering system including a steering column assembly as described in the above embodiments.

[0121] In this embodiment, by placing the steering shaft 20 inside the housing 30 and rotatably connecting it to the housing 30, connecting the steering shaft 20 to the steering wheel, sleeved the first transmission assembly 40 around the outer periphery of the steering shaft 20, rotatably connecting the second transmission assembly 50 to the first transmission assembly 40 and rotatably connecting it to the housing 30, and connecting the first detection element 10 and the second detection element 60 to the housing 30 respectively, the first rotation angle of the second transmission assembly 50 and the second rotation angle of the steering shaft 20 are measured. This allows for mutual calibration of the first rotation angle detected by the first detection element 10 and the second rotation angle detected by the second detection element 60, thereby improving the detection accuracy of the steering wheel.

[0122] Example 17: Optionally, embodiments of this application provide a vehicle including a steering column assembly as described above; or, including a steering system as described above.

[0123] In this embodiment, by placing the steering shaft 20 inside the housing 30 and rotatably connecting it to the housing 30, connecting the steering shaft 20 to the steering wheel, sleeved the first transmission assembly 40 around the outer periphery of the steering shaft 20, rotatably connecting the second transmission assembly 50 to the first transmission assembly 40 and rotatably connecting it to the housing 30, and connecting the first detection element 10 and the second detection element 60 to the housing 30 respectively, the first rotation angle of the second transmission assembly 50 and the second rotation angle of the steering shaft 20 are measured. This allows for mutual calibration of the first rotation angle detected by the first detection element 10 and the second rotation angle detected by the second detection element 60, thereby improving the detection accuracy of the steering wheel.

[0124] Example 18: Optionally, such as Figure 8 As shown, this application provides a steering angle detection method applied to the steering column assembly described above. The steering angle detection method includes: Step 101: Detect the second rotation angle of the steering shaft 20 using the second detection element 60.

[0125] Specifically, the second detection element 60 is disposed within the controller. The steering shaft 20 includes a steering shaft body 21 and a second detection part, which is connected to the steering shaft body 21. The second detection element 60 is disposed opposite to the second detection part, thereby detecting the second rotation angle of the steering shaft body 21 through the second detection element 60. For example, the second detection element 60 is a Hall sensor, and the second mating part 22 is a magnetic component. When the second mating part 22 rotates with the steering shaft body 21, the Hall sensor generates a corresponding electrical signal based on the change in the magnetic field, detecting the rotation angle of the second mating part 22 in real time, and thus detecting the second rotation angle of the steering shaft 20.

[0126] Step 102: Detect the first rotation angle of the second transmission assembly 50 using the first detection element 10.

[0127] Specifically, the first detection element 10 is embedded in the first mounting groove 301 of the first sub-housing 31, and the first mating part 53 is mounted on the second gear 51. The first mating part 53 and the second gear 51 are coaxially arranged, and the first detection element 10 and the first mating part 53 are arranged opposite to each other. Thus, the first detection element 10 detects the rotation angle of the first mating part 53, and then detects the first rotation angle of the first gear 41. The first detection element 10 is a Hall sensor, and the first mating part 53 is a magnetic element. When the first mating part 53 rotates with the second gear 51, the Hall sensor will generate a corresponding electrical signal according to the change of the magnetic field, and detect the first rotation angle of the first gear 41 in real time.

[0128] Step 103: Correct the second rotation angle based on the first rotation angle to determine the actual rotation angle of the steering wheel.

[0129] In step 103, when the steering column assembly is in normal condition, i.e., when the steering wheel is working and the first detection element 10 and the second detection element 60 are always energized, the angle detected by the first detection element 10 and the second detection element 60 is the actual rotation angle of the steering wheel. For example, if the second detection element 60 detects that the second rotation angle of the steering shaft 20 is 380°, then the actual rotation angle of the steering wheel is 380°.

[0130] In step 103, when the steering column assembly is in an abnormal condition, that is, when the steering wheel is working and the first detection element 10 and the second detection element 60 are de-energized and then re-energized, the second rotation angle can be corrected based on the first rotation angle to determine the actual rotation angle of the steering wheel.

[0131] When the steering column assembly is in an abnormal condition, taking the second detection component 60 as an example, when the second detection component 60 is not powered on, the steering wheel actually turns 1.2 revolutions, and the actual rotation angle of the steering wheel is 432°. After the second detection component 60 is powered on, the second detection component 60 can only detect the relative angle, that is, it can only detect the rotation angle of 72°, losing 1 revolution, that is, losing 360°, thus causing the second detection component 60 to lose the function of detecting the actual rotation angle of the steering wheel.

[0132] In this embodiment, the second rotation angle of the steering shaft 20 is detected by the second detection element 60, and the first detection element 10 detects the first rotation angle of the second transmission assembly 50. The second rotation angle is corrected based on the first rotation angle to determine the actual rotation angle of the steering wheel, thereby improving the accuracy of steering angle detection of the steering column assembly.

[0133] Optionally, the second rotation angle is corrected based on the first rotation angle to determine the actual rotation angle of the steering wheel, including: It should be noted that when the steering column assembly is in an abnormal condition, the prerequisite for determining the actual rotation angle of the steering wheel is that the first gear 41 and the second gear 51 will not overlap again within 3 revolutions. That is, when the number of teeth of the first gear 41 is A, the number of teeth of the second gear 51 is B, and the greatest common divisor of A and B is C, the following conditions must be met: 3C < A or 3C < B.

[0134] Step 1031: Calculate the target angle difference based on the second rotation angle and the first rotation angle.

[0135] For example, when the steering shaft 20 rotates clockwise 1.5 revolutions, the gear ratio of the first gear 41 and the second gear 51 is 35:36. The actual rotation angle of the steering shaft 20 is 540°, and the actual rotation angle of the second gear 51 is 525°. However, since the first detection element 10 and the second detection element 60 detect the current state of their respective mating parts after power is cut off and then restored, they lose their revolution counting function. Therefore, the second rotation angle read by the second detection element 60 is 180°, and the first rotation angle read by the first detection element 10 is 165°. Both the first detection element 10 and the second detection element 60 lose one revolution of angle, and the target angle difference is 15°.

[0136] Step 1032: Determine the standard angle difference between the first transmission assembly 40 and the second transmission assembly 50 when the steering shaft 20 rotates one revolution.

[0137] For example, the steering shaft 20 rotates 360° in one revolution, and the first mating part 53 rotates 350° in one revolution of the steering shaft 20, that is, the standard angle difference between the first gear 41 and the second gear 51 is 10°.

[0138] Step 1033: Determine the actual rotation angle of the steering wheel based on the target angle difference and the standard angle difference.

[0139] Specifically, the actual number of steering wheel rotations = target angle difference / standard angle difference = 15° / 10° = 1.5 rotations; the actual steering wheel rotation angle = 360° * number of rotations; that is, the actual steering wheel rotation angle = 1.5 * 360° = 540°; of course, the second rotation angle can also be used to correct the first rotation angle, the principle is similar to the above calculation method, and will not be elaborated here in the embodiments of this application. In this embodiment of the application, the target angle difference is calculated by the second rotation angle and the first rotation angle, and the standard angle difference between the first transmission component 40 and the second transmission component 50 is determined when the steering shaft 20 rotates one revolution. Based on the target angle difference and the standard angle difference, the actual rotation angle of the steering wheel is determined, so as to cooperate with the stator and rotor to straighten the steering wheel (i.e. return it to the initial position of the steering wheel, which is the 0° position of the steering wheel found by the tooling when it leaves the factory).

[0140] It should be noted that the steering column assembly involved in the above embodiments may include at least one of Embodiments 1 to 15. For example, Embodiment 1 can be implemented as an independent embodiment, Embodiment 1+2 can be implemented as an independent embodiment, Embodiment 1+2+3 can be implemented as an independent embodiment, Embodiment 1+2+4 can be implemented as an independent embodiment, Embodiment 1+2+3+4 can be implemented as an independent embodiment, Embodiment 1+2+4+5 can be implemented as an independent embodiment, Embodiment 1+2+3+4+5 can be implemented as an independent embodiment, Embodiment 1+2+4+6 can be implemented as an independent embodiment, Embodiment 1+2+3+4+6 can be implemented as an independent embodiment, Embodiment 1+2+4+5+6 can be implemented as an independent embodiment, Embodiment 1+2+3+4+5+6 can be implemented as an independent embodiment, and Embodiment 1+7 can be implemented as an independent embodiment. Examples 1+2+7 can be implemented as independent embodiments, examples 1+2+3+7 can be implemented as independent embodiments, examples 1+2+4+7 can be implemented as independent embodiments, examples 1+2+3+4+7 can be implemented as independent embodiments, examples 1+2+4+5+7 can be implemented as independent embodiments, examples 1+2+3+4+5+7 can be implemented as independent embodiments, examples 1+2+4+6+7 can be implemented as independent embodiments, examples 1+2+3+4+6+7 can be implemented as independent embodiments, examples 1+2+4+5+6+7 can be implemented as independent embodiments, examples 1+2+3+4+5+6+7 can be implemented as independent embodiments, etc., but are not limited to these, and will not be listed one by one here.

[0141] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0142] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A steering column assembly, characterized in that, include: Casing (30); A steering shaft (20) is disposed within the housing (30) and rotatably connected to the housing (30), the steering shaft (20) being used to connect to the steering wheel; The first transmission assembly (40) is sleeved on the outer periphery of the steering shaft (20); The second transmission assembly (50) is rotatably connected to the first transmission assembly (40) and rotatably connected to the housing (30). The first detection element (10) is connected to the housing (30) and is used to detect the first rotation angle of the second transmission assembly (50); The second detection element (60) is connected to the housing (30) and is used to detect the second rotation angle of the steering shaft (20).

2. The steering column assembly according to claim 1, characterized in that, The first transmission assembly (40) includes a first gear (41), and the second transmission assembly (50) includes a second gear (51). The first gear (41) is sleeved on the outer periphery of the steering shaft (20) and is fixedly connected to the steering shaft (20); the second gear (51) is disposed on one side of the first gear (41) along the radial direction of the steering shaft (20), the second gear (51) meshes with the first gear (41), the second gear (51) is rotatably connected to the housing (30), and the first detection element (10) is used to detect the first rotation angle of the second gear (51).

3. The steering column assembly according to claim 2, characterized in that, The number of teeth of the first gear (41) is A, the number of teeth of the second gear (51) is B, and the greatest common divisor of A and B is C, satisfying: 3C < A, or 3C < B.

4. The steering column assembly according to claim 2, characterized in that, The second transmission assembly (50) also includes a first mating part (53); The first mating part (53) is connected to the second gear (51), the first detection element (10) and the first mating part (53) are arranged opposite to each other, and the first detection element (10) is used to detect the rotation angle of the first mating part (53).

5. The steering column assembly according to claim 4, characterized in that, The first mating part (53) has a first rotation axis, and the second gear (51) has a second rotation axis, and the first rotation axis and the second rotation axis coincide.

6. The steering column assembly according to claim 4, characterized in that, The housing (30) includes a first sub-housing (31) and a second sub-housing (32); The first sub-shell (31) and the second sub-shell (32) are connected to each other, and the steering shaft (20) is disposed in the first sub-shell (31) and the second sub-shell (32) and is rotatably connected to the first sub-shell (31) and the second sub-shell (32). The first sub-shell (31) has a first mounting part (311) on the side facing the second sub-shell (32), and the first detection element (10) is connected to the first mounting part (311); the second sub-shell (32) has a second mounting part (321) on the side facing the first sub-shell (31), and the second gear (51) is rotatably connected to the second mounting part (321).

7. The steering column assembly according to claim 6, characterized in that, The first mounting part (311) has a first mounting groove (301) on the side facing the second gear (51), and the first detection element (10) is embedded in the first mounting groove (301); and / or, the second gear (51) has a second mounting groove (501) on the side facing the first mounting part (311), and the first mating part (53) is embedded in the second mounting groove (501).

8. The steering column assembly according to claim 7, characterized in that, The steering column assembly also includes a pin (81). The pin (81) passes through the second gear (51) and is fixedly connected to the second gear (51). One end of the pin (81) is fixedly connected to the first mating part (53), and the other end of the pin (81) is rotatably connected to the second mounting part (321).

9. The steering column assembly according to claim 1, characterized in that, The steering shaft (20) includes a steering shaft body (21) and a second mating part (22); The steering shaft body (21) is disposed inside the housing (30) and rotatably connected to the housing (30). The second mating part (22) is fixedly connected to the steering shaft body (21). The second detection element (60) is connected to the housing (30). The second detection element (60) and the second mating part (22) are arranged opposite to each other. The second detection element (60) is used to detect the rotation angle of the second mating part (22).

10. The steering column assembly according to claim 9, characterized in that, The second mating part (22) has a third rotation axis, and the steering shaft body (21) has a fourth rotation axis, the third rotation axis and the fourth rotation axis coincide.

11. The steering column assembly according to any one of claims 2-8, characterized in that, The first transmission assembly (40) further includes a first limiting member (42), and the second transmission assembly (50) further includes a second limiting member (52). The first limiting member (42) is disposed on the outer periphery of the steering shaft (20), and the first limiting member (42) is fixedly connected to the steering shaft (20); The second limiting member (52) is located on the side of the second gear (51) away from the first detection member (10). The second limiting member (52) is fixedly connected to the second gear (51), and the second limiting member (52) and the first limiting member (42) are in a limiting cooperation.

12. The steering column assembly according to claim 11, characterized in that, The first limiting member (42) includes a first body part (421) and a first limiting part (422), and the second limiting member (52) includes a second body part (521) and a second limiting part (522). The first body part (421) is sleeved on the outer periphery of the steering shaft (20) and fixedly connected to the steering shaft (20), and the first limiting part (422) is provided on the outer periphery side of the first body part (421); The second body part (521) is fixedly connected to the second gear (51), and the second limiting part (522) is provided on the outer periphery of the second body part (521); the first limiting part (422) and the second limiting part (522) can be limited to restrict the rotation angle of the steering shaft (20).

13. The steering column assembly according to claim 12, characterized in that, The first limiting part (422) includes a first sub-limiting part (422a) and a second sub-limiting part (422b); The first sub-limiting portion (422a) and the second sub-limiting portion (422b) are arranged circumferentially around the first body portion (421). The first sub-limiting portion (422a) has a first groove (401) on the side away from the first body portion (421), and the second limiting portion (522) has a protrusion (502) on the side away from the first body portion (421). The protrusion (502) is embedded in the first groove (401). The second sub-limiting portion (422b) has a second groove (402) on the side away from the first body portion (421), and the protrusion (502) is also embedded in the second groove (402).

14. The steering column assembly according to claim 13, characterized in that, The first groove (401) has a first groove wall (4011) along the circumference of the steering shaft (20). The first groove wall (4011) has a first end point (401a) and a second end point (401b) spaced apart. The rotation axis of the steering shaft (20) is a first axis. The distance from the first end point (401a) to the first axis is greater than the distance from the second end point (402a) to the first axis. And / or, the second groove (402) has a second groove wall (4021) along the circumference of the steering shaft (20), the second groove wall (4021) has a third end point (402a) and a fourth end point (402b) spaced apart, the rotation axis of the steering shaft (20) is a first axis, and the distance from the third end point (402a) to the first axis is greater than the distance from the fourth end point (402b) to the first axis.

15. The steering column assembly according to any one of claims 11-14, characterized in that, One of the first gear (41) and the first limiting member (42) is a plastic part and the other is a metal part; and / or, one of the second gear (51) and the second limiting member (52) is a plastic part and the other is a metal part.

16. The steering column assembly according to claim 1, characterized in that, The steering column assembly also includes a rotor and a stator; The rotor and the stator are both located inside the housing (30). The rotor and the steering shaft (20) are connected. The stator is arranged around the rotor in the circumferential direction. The stator is used to drive the rotor to rotate, thereby driving the steering shaft (20) to rotate.

17. The steering column assembly according to claim 16, characterized in that, The steering column assembly also includes a control unit (70); The control unit (70) is connected to the housing (30). The stator, the first detection unit (10) and the second detection unit (60) are electrically connected to the control unit (70). The control unit (70) is used to control the working state of the stator, the first detection unit (10) and the second detection unit (60).

18. The steering column assembly according to claim 1, characterized in that, The steering column assembly also includes a connecting column (83); the connecting column (83) passes through the housing (30), the connecting column (83) and the steering shaft (20) are coaxially arranged, the steering shaft (20) is fixedly connected to the connecting column (83), and the connecting column (83) is used to connect with the steering wheel.

19. A steering system, characterized in that, Includes the steering column assembly as described in any one of claims 1-18 above.

20. A vehicle, characterized in that, It includes the steering column assembly as described in any one of claims 1-18; or, it includes the steering system as described in claim 19.

21. A steering angle detection method, applied to the steering column assembly as described in any one of claims 1-18, or applied to the steering system as described in claim 19, or the steering system as described in claim 20, characterized in that, The steering angle detection method includes: The second rotation angle of the steering shaft (20) is detected by the second detection element (60); The first rotation angle of the second transmission assembly (50) is detected by the first detection element (10); The second rotation angle is corrected based on the first rotation angle to determine the actual rotation angle of the steering wheel.

22. The steering angle detection method according to claim 21, characterized in that, The step of correcting the second rotation angle based on the first rotation angle to determine the actual rotation angle of the steering wheel includes: Calculate the target angle difference based on the second rotation angle and the first rotation angle; When the steering shaft (20) rotates one revolution, the standard angular difference between the first transmission assembly (40) and the second transmission assembly (50) is determined; The actual rotation angle of the steering wheel is determined based on the target angle difference and the standard angle difference.

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