Mechanical clutch device of steer-by-wire system
By introducing mechanical connection between the electromagnetic clutch and the intermediate shaft into the online control steering system, the potential safety risks caused by low system maturity are solved, ensuring that the steering wheel can still be safely operated in case of failure, and improving the safety of the entire vehicle.
Patent Information
- Application Number
- CN202420188261.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-01-26
- Publication Date
- 2024-12-13
- Estimated Expiration
- 2034-01-26
AI Technical Summary
During the development stage, the existing wire-controlled steering system may fail due to its low maturity, resulting in potential safety risks, especially when the rack actuator loses its power, which may cause safety hazards.
Design a mechanical clutch device including a steering wheel actuator, a rack actuator, a CAN wire harness, an electromagnetic clutch and an intermediate shaft. The electromagnetic clutch realizes the mechanical connection between the steering wheel actuator and the rack actuator when the system fails, ensuring that the driver can Safely control the steering wheel.
Through the mechanical connection of the electromagnetic clutch, the safety risk of the line-controlled steering system is reduced when the failure of the wire is ensured that the driver can continue to control the steering system, and the safety of the vehicle safety test is improved.
Smart Images
Figure CN222163311U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of machinery, in particular to a mechanical clutch device of a wire-controlled steering system. Background Art
[0002] like Figure 1 As shown, the current wire control steering system generally consists of two systems: a steering wheel actuator 1 and a rack actuator 2. The steering wheel actuator 1 is connected to the steering wheel, and the rack actuator 2 is connected to the two wheels. The control units of the steering wheel actuator 1 and the rack actuator 2 communicate with each other through a CAN harness 3, and there is no mechanical connection between the steering wheel actuator 1 and the rack actuator 2.
[0003] During the development phase, due to the low maturity of the entire steer-by-wire system, including software and hardware, if there is a potential system failure during the vehicle safety test, such as the rack actuator losing power, and since the entire steer-by-wire system has no mechanical connection, it may be impossible to control the steer-by-wire system after a failure, resulting in potential safety risks.
[0004] Therefore, it is necessary to design a mechanical clutch device for a steer-by-wire system, which can still control the steering system when failure occurs due to low system maturity during the development stage of the steer-by-wire system, thereby reducing potential safety risks. Summary of the invention
[0005] The purpose of the utility model is to overcome the deficiencies of the prior art and provide a mechanical clutch device for a wire-controlled steering system. In the development stage of the wire-controlled steering system, when failure occurs due to low system maturity, the steering system can still be controlled to reduce potential safety risks.
[0006] In order to achieve the above-mentioned purpose, the utility model is a mechanical clutch device of a wire-controlled steering system, comprising a steering wheel actuator, a rack actuator, a CAN wiring harness, an electromagnetic clutch, and an intermediate shaft. The control unit of the steering wheel actuator and the control unit of the rack actuator are connected by a CAN wiring harness, an electromagnetic clutch is respectively provided on the output shaft of the steering wheel actuator and the input shaft of the rack actuator, and the two electromagnetic clutches are connected by an intermediate shaft.
[0007] The electromagnetic clutch includes a connecting shaft, a rotor, a sliding bearing, a stator, an electric drive plate, a wave spring, a ball bearing, a driven wheel, a connecting piece, and a yoke. The connecting shaft is connected to the intermediate shaft, the rotor is sleeved outside the connecting shaft, the stator is sleeved on the outside of one end of the rotor, the stator and the rotor are connected by a sliding bearing, the stator is fixed on the cockpit, the electric drive plate and the driven wheel are sleeved on the outside of the other end of the rotor, the driven wheel and the rotor are connected by a ball bearing, the electric drive plate is located between the driven wheel and the boss of the rotor, the electric drive plate contacts or separates from the friction plate on the surface of the rotor boss, the electric drive plate and the driven wheel are connected by a wave spring, the driven wheel and the yoke are connected by a connecting piece, and the yoke is connected to the output shaft of the steering wheel actuator or the input shaft of the rack actuator.
[0008] The electromagnetic clutch is connected to the power supply of the whole vehicle.
[0009] An emergency switch is connected in series between the electromagnetic clutch and the vehicle power supply, and the emergency switch is located in the cockpit.
[0010] The stator and the sliding bearing are fixed by a retaining spring, and a gasket is arranged between the retaining spring and the stator and the sliding bearing.
[0011] The electric drive plate and the wave spring, and the wave spring and the driven wheel are connected by bolts.
[0012] The driven wheel is provided with a mounting through hole, the connecting piece is located in the mounting through hole, and both ends of the connecting piece are connected to the yoke.
[0013] Compared with the prior art, the utility model adds an electromagnetic clutch and an intermediate shaft between the output shaft of the steering wheel actuator and the input shaft of the rack actuator, and improves the structure of the electromagnetic clutch. After the wire-controlled steering system fails, the wire-controlled steering system is mechanically connected through the electromagnetic clutch, so that the driver can still safely control the steering wheel to achieve steering, thereby reducing potential safety risks and improving safety. BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Figure 1 Schematic diagram of the steer-by-wire system.
[0015] Figure 2 It is a structural schematic diagram of the utility model.
[0016] Figure 3 It is a cross-sectional view of the electromagnetic clutch of the utility model.
[0017] Figure 4 It is an exploded view of the electromagnetic clutch of the utility model. DETAILED DESCRIPTION
[0018] The utility model is now further described with reference to the accompanying drawings.
[0019] See also Figure 2 The utility model is a mechanical clutch device of a wire-controlled steering system, comprising a steering wheel actuator, a rack actuator, a CAN wiring harness, an electromagnetic clutch, and an intermediate shaft. A control unit of a steering wheel actuator 1 and a control unit of a rack actuator 2 are connected by a CAN wiring harness 3. An electromagnetic clutch 4 is respectively arranged on the output shaft of the steering wheel actuator 1 and the input shaft of the rack actuator 2. The two electromagnetic clutches 4 are connected by an intermediate shaft 5.
[0020] The electromagnetic clutch 4 is connected to the vehicle power supply, and an emergency switch is connected in series between the electromagnetic clutch 4 and the vehicle power supply, and the emergency switch is located in the cockpit.
[0021] During normal operation, the emergency switch is disconnected, the electromagnetic clutch 4 is powered off and in a disengaged state, the steering wheel actuator 1 and the rack actuator 2 move mechanically independently, and the control unit of the steering wheel actuator 1 and the control unit of the rack actuator 2 still cooperate with each other through communication via the CAN harness 3.
[0022] When the wire control system fails or an accident occurs, the driver closes the emergency switch, and the electromagnetic clutch 4 is energized and in a closed state, so that a mechanical connection is achieved between the steering wheel actuator 1, the intermediate shaft 5 and the rack actuator 2. The driver can control the tire steering through the mechanical connection by manipulating the steering wheel, so that the entire wire control steering system is in a controllable state, reducing safety risks.
[0023] See also Figure 3 , Figure 4 The electromagnetic clutch 4 includes a connecting shaft 41, a rotor 42, a sliding bearing 43, a stator 46, an electric drive plate 47, a wave spring 48, a ball bearing 49, a driven wheel 410, a connecting piece 411, and a yoke 412. The connecting shaft 41 is connected to the intermediate shaft 5. The rotor 42 is sleeved outside the connecting shaft 41. The stator 46 is sleeved on the outer side of one end of the rotor 42. The stator 46 and the rotor 42 are connected by a sliding bearing 43. The stator 46 is fixed on the cockpit. The electric drive plate 47 and the driven wheel 410 are sleeved on the outer side of the other end of the rotor 42. The wheel 410 and the rotor 42 are connected by a ball bearing 49, the electric drive plate 47 is located between the driven wheel 410 and the boss of the rotor 42, the electric drive plate 47 is in contact with or separated from the friction plate 421 on the surface of the boss of the rotor 42, and the friction plate 421 cooperates with the rotor 42 to increase friction, the electric drive plate 47 and the driven wheel 410 are connected by a wave spring 48, the driven wheel 410 and the yoke 412 are connected by a connecting piece 411, and the yoke 412 is connected to the output shaft of the steering wheel actuator 1 or the input shaft of the rack actuator 2.
[0024] The stator 46 and the sliding bearing 43 are fixed by a retaining spring 44 , and a gasket 45 is provided between the retaining spring 44 and the stator 46 and the sliding bearing 43 .
[0025] The electric drive plate 47 and the wave spring 48 , and the wave spring 48 and the driven wheel 410 are connected by bolts, and the wave spring 48 allows the electric drive plate 47 to move axially along the connecting shaft 41 .
[0026] The driven wheel 410 is provided with a mounting through hole, the connecting member 411 is located in the mounting through hole, and both ends of the connecting member 411 are connected to the yoke 412 .
[0027] When the electromagnetic clutch 4 is powered off, the connecting shaft 41 drives the rotor 42 and the driven wheel 410 to move independently. At this moment, the intermediate shaft 5 is disconnected from the steering wheel actuator 1 and the rack actuator 2 to simulate a normal wire-controlled steering state.
[0028] When the electromagnetic clutch 4 is energized, the coil in the stator 46 generates a magnetic field due to the current, which attracts the electric drive plate 47 to move toward the rotor 42 and adsorb on the rotor 42. At this time, the wave spring 48 is deformed, and the friction plate 27 increases the friction, so that the electric drive plate 47 can rotate with the rotor 42, thereby driving the driven wheel 410 and the yoke 412 to rotate accordingly. Therefore, the connecting shaft 41 and the driven wheel 410 are in a follow-up state, which is equivalent to the mechanical connection between the intermediate shaft 165 and the steering wheel actuator 1 and the rack actuator 2. Even if the steering wheel actuator 1 and the rack actuator 2 of the wire control steering system fail, the driver can still control the tire by controlling the steering wheel.
[0029] In order to minimize the influence of the electromagnetic clutch on the steer-by-wire system and thus the influence on the test calibration when the electromagnetic clutch is disconnected, the mass of the driven wheel 410 can be reduced. The driven wheel 410 can be made of hard plastic material or low-density metal material to minimize the mass of the driven wheel 410, which can reduce the influence on the inertia of the steering wheel actuator 1 or the rack actuator 2.
[0030] The utility model is mainly used in the development stage of the wire-controlled steering system. Since the maturity of the entire wire-controlled steering system including software and hardware is relatively low, there may be a risk of steering system failure during the safety test of the whole vehicle. The steering system can still be controlled through the mechanical connection of the electromagnetic clutch 4 and the intermediate shaft 5, thereby increasing the safety of the test.
[0031] The utility model adds an electromagnetic clutch and an intermediate shaft between the output shaft of the steering wheel actuator and the input shaft of the rack actuator, and improves the structure of the electromagnetic clutch. After the wire-controlled steering system fails, the wire-controlled steering system is mechanically connected through the electromagnetic clutch, so that the driver can still safely control the steering wheel to achieve steering, thereby reducing potential safety risks and improving safety.
Claims
1. A mechanical clutch device of a wire-controlled steering system, comprising a steering wheel actuator, a rack actuator, a CAN wiring harness, an electromagnetic clutch, and an intermediate shaft, wherein a control unit of the steering wheel actuator (1) and a control unit of the rack actuator (2) are connected by a CAN wiring harness (3), and characterized in that: An electromagnetic clutch (4) is respectively provided on the output shaft of the steering wheel actuator (1) and the input shaft of the rack actuator (2), and the two electromagnetic clutches (4) are connected by an intermediate shaft (5). The electromagnetic clutch (4) comprises a connecting shaft (41), a rotor (42), a sliding bearing (43), a stator (46), an electric drive plate (47), a wave spring (48), a ball bearing (49), a driven wheel (410), a connecting piece (411), and a yoke (412). The connecting shaft (41) is connected to an intermediate shaft (5). The rotor (42) is sleeved outside the connecting shaft (41). The stator (46) is sleeved outside one end of the rotor (42). The stator (46) and the rotor (42) are connected by a sliding bearing (43). The stator (46) is fixed on a cockpit. The electric drive plate (47) and the driven wheel (410) are sleeved. The driven wheel (410) and the rotor (42) are connected by a ball bearing (49). The electric drive plate (47) is located between the driven wheel (410) and the boss of the rotor (42). The electric drive plate (47) is in contact with or separated from the friction plate (421) on the boss surface of the rotor (42). The electric drive plate (47) and the driven wheel (410) are connected by a wave spring (48). The driven wheel (410) and the yoke (412) are connected by a connecting piece (411). The yoke (412) is connected to the output shaft of the steering wheel actuator (1) or the input shaft of the rack actuator (2).
2. The mechanical clutch device of a steer-by-wire system according to claim 1, characterized in that: The electromagnetic clutch (4) is connected to a power supply of the entire vehicle.
3. The mechanical clutch device of the steer-by-wire system according to claim 2, characterized in that: An emergency switch is connected in series between the electromagnetic clutch (4) and the vehicle power supply, and the emergency switch is located in the cockpit.
4. The mechanical clutch device of a steer-by-wire system according to claim 1, characterized in that: The stator (46) and the sliding bearing (43) are fixed by means of a retaining spring (44), and a gasket (45) is provided between the retaining spring (44), the stator (46) and the sliding bearing (43).
5. The mechanical clutch device of a steer-by-wire system according to claim 1, characterized in that: The electric drive plate (47) and the wave spring (48), and the wave spring (48) and the driven wheel (410) are connected by bolts.
6. The mechanical clutch device of a steer-by-wire system according to claim 1, characterized in that: The driven wheel (410) is provided with a mounting through hole, the connecting piece (411) is located in the mounting through hole, and both ends of the connecting piece (411) are connected to the yoke (412).