Vehicle steer-by-wire device with redundant mechanism

Abstract

The utility model relates to the technical field of vehicle steer-by-wire, in particular to a vehicle steer-by-wire device with a redundant mechanism, which comprises a main shaft sleeve, a main rotating shaft, a first steering motor, a second steering motor and an electronic controller, the main rotating shaft is fixedly sleeved with a transmission gear ring, the first steering motor and the second steering motor are arranged on the front side and the rear side of the main shaft sleeve respectively, a driving shaft of the first steering motor is fixedly connected with a first gear, and a driving shaft of the second steering motor is fixedly connected with a second gear; according to the utility model, a redundant mechanism is formed, so that the stability of normal automatic control steering is ensured, the accident potential during the driving period is reduced, and the safety and reliability of the device are favorably improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle-used wire-controlled steering, in particular to a vehicle-used wire-controlled steering device with a redundant mechanism. Background Art

[0002] The automotive steer-by-wire technology eliminates the mechanical connection between the traditional steering wheel and the steering wheel, getting rid of the limitations of the traditional steering system. It uses a torque sensor and a steering angle sensor to convert the measured driver torque and steering wheel angle into electrical signals and input them into the electronic controller (ECU). The electronic controller controls the rotation direction of the torque feedback steering motor based on the signals from the vehicle speed sensor and the displacement sensor installed on the steering transmission mechanism, and simulates and generates feedback torque based on the steering force to control the rotation direction, torque size and rotation angle of the steering motor. The steering wheel is driven to deflect through the main shaft and transmission connecting rod in the mechanical steering device to control the steering position.

[0003] After searching, a wire-controlled steering device disclosed in the Chinese patent authorization announcement number CN 221214203 U can drive the main shaft to rotate synchronously when the steering motor receives the command signal from the main control unit module, and can more conveniently execute the command from the main control unit module. However, due to the lack of redundant mechanism, if the steering motor fails, the steering cannot be automatically controlled normally, which increases the potential accident during driving and affects the safety and reliability of the device. Therefore, we propose a vehicle-use wire-controlled steering device with redundant mechanism to solve the above problems. Utility Model Content

[0004] The purpose of the utility model is to provide a vehicle-used wire-controlled steering device with a redundant mechanism to solve the problems raised in the above-mentioned background technology.

[0005] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0006] A vehicle-use wire-controlled steering device with a redundant mechanism comprises a main shaft sleeve, a main rotating shaft, a first steering motor, a second steering motor and an electronic controller, wherein the main shaft sleeve is rotatably sleeved outside the main rotating shaft, a steering wheel is fixedly mounted on the upper end of the main rotating shaft, a transmission gear ring is fixedly sleeved on the outside of the main rotating shaft, the first steering motor and the second steering motor are respectively arranged on the front and rear sides of the main shaft sleeve, a driving shaft of the first steering motor is fixedly connected to a first gear, a driving shaft of the second steering motor is fixedly connected to a second gear, the transmission gear ring is meshedly connected between the first gear and the second gear, and input ends of the first steering motor and the second steering motor are respectively electrically connected to the output end of the electronic controller through wires.

[0007] Preferably, two mounting protrusions are symmetrically fixedly connected to the side of the main shaft sleeve, and mounting grooves are formed on the side surfaces of the mounting protrusions.

[0008] Preferably, an annular limiting groove is formed on the bottom end surface of the main shaft sleeve, and a limiting member is fixedly sleeved on the outside of the main shaft above the transmission gear ring, and the end of the limiting member is rotatably embedded in the annular limiting groove.

[0009] Preferably, the outside of the main shaft sleeve is fixedly connected with an annular seat, and two positioning grooves are symmetrically provided on the bottom end surface of the annular seat. The first steering motor and the second steering motor are both fixedly connected with a positioning seat, and the end of the positioning seat is adapted to the positioning groove, and a locking screw is threadedly connected between the annular seat and the positioning seat.

[0010] Preferably, two countersunk holes are symmetrically provided on the side of the annular seat, and the end cap portion of the locking screw is located in the countersunk hole.

[0011] Preferably, the first steering motor and the second steering motor have the same structure, and the first gear and the second gear have the same diameter.

[0012] Compared with the prior art, the beneficial effects of the utility model are:

[0013] 1. The utility model arranges a first steering motor and a second steering motor on the front and rear sides of the main shaft sleeve respectively, and the transmission gear ring is meshedly connected between the first gear and the second gear, so that the first steering motor and the second steering motor can drive the main shaft to rotate synchronously, and the input ends of the first steering motor and the second steering motor are respectively electrically connected to the output end of the electronic controller through wires, so that the electronic controller can control the first steering motor and the second steering motor to perform corresponding rotation actions according to the feedback command signal, thereby forming a redundant mechanism. If the first steering motor or the second steering motor fails, the other steering motor that has not failed can continue to operate to ensure the stability of normal automatic steering control, reduce the potential for accidents during driving, and help improve the safety and reliability of the device.

[0014] 2. The utility model uses matching positioning grooves and positioning seats, and the positioning seat can be inserted into the positioning groove for quick positioning and installation. A locking screw is threadedly connected between the annular seat and the positioning seat, so that the first steering motor and the second steering motor can be easily disassembled and assembled on the annular seat outside the main shaft sleeve, thereby facilitating later maintenance and processing. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a cross-sectional structural schematic diagram of a vehicle-use wire-controlled steering device with a redundant mechanism according to the utility model;

[0016] Figure 2 for Figure 1 A schematic diagram of the enlarged structure of part A;

[0017] Figure 3 for Figure 1 Schematic diagram of the enlarged structure of part B.

[0018] In the figure: 1. main shaft sleeve; 101. mounting protrusion; 102. mounting groove; 2. main shaft; 201. steering wheel; 202. limiter; 3. transmission gear ring; 4. first steering motor; 401. first gear; 5. second steering motor; 501. second gear; 6. electronic controller; 601. wire; 7. annular seat; 701. positioning groove; 702. locking screw; 703. countersunk hole; 8. annular limit groove; 9. positioning seat. DETAILED DESCRIPTION

[0019] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0020] See also Figure 1-Figure 3 As shown, a technical solution provided by the utility model:

[0021] A vehicle-used wire-controlled steering device with a redundant mechanism comprises a main shaft sleeve 1, a main rotating shaft 2, a first steering motor 4, a second steering motor 5 and an electronic controller 6. The main shaft sleeve 1 is rotatably sleeved outside the main rotating shaft 2, a steering wheel 201 is fixedly mounted on the upper end of the main rotating shaft 2, a transmission gear ring 3 is fixedly sleeved on the outside of the main rotating shaft 2, the first steering motor 4 and the second steering motor 5 are respectively arranged on the front and rear sides of the main shaft sleeve 1, a driving shaft of the first steering motor 4 is fixedly connected to a first gear 401, a driving shaft of the second steering motor 5 is fixedly connected to a second gear 501, and the transmission gear ring 3 is meshedly connected between the first gear 401 and the second gear 501, so that the first steering motor 4 and the second steering motor 5 can both drive the main rotating shaft 2 to rotate synchronously, and the input ends of the first steering motor 4 and the second steering motor 5 are respectively electrically connected to the output end of the electronic controller 6 through a wire 601, so that the electronic controller 6 can control the first steering motor 4 and the second steering motor 5 to perform corresponding rotation actions according to the feedback command signal.

[0022] As a preferred implementation in this embodiment, Figure 3 As shown, two mounting protrusions 101 are symmetrically fixedly connected to the side of the main shaft sleeve 1, and mounting grooves 102 are provided on the side of the mounting protrusions 101, so as to achieve the purpose of positioning and mounting the main shaft sleeve 1.

[0023] As a preferred implementation in this embodiment, Figure 2 As shown, an annular limit groove 8 is provided on the bottom end surface of the main shaft sleeve 1, and a limit member 202 is fixedly sleeved on the outside of the main shaft 2 above the transmission gear ring 3, and the end of the limit member 202 is rotatably embedded in the annular limit groove 8, thereby achieving the purpose of ensuring the rotational stability between the main shaft sleeve 1 and the main shaft 2.

[0024] As a preferred implementation in this embodiment, Figure 2 As shown, the outside of the main shaft sleeve 1 is fixedly sleeved with an annular seat 7, and two positioning grooves 701 are symmetrically provided on the bottom end surface of the annular seat 7. The first steering motor 4 and the second steering motor 5 are fixedly connected with a positioning seat 9, and the end of the positioning seat 9 is adapted to the positioning groove 701. The positioning seat 9 can be inserted into the positioning groove 701 for quick positioning and installation. A locking screw 702 is threadedly connected between the annular seat 7 and the positioning seat 9, so that the first steering motor 4 and the second steering motor 5 can be easily disassembled and assembled on the annular seat 7 outside the main shaft sleeve 1, thereby facilitating later maintenance and processing.

[0025] As a preferred implementation in this embodiment, Figure 2 As shown, two countersunk holes 703 are symmetrically provided on the side of the annular seat 7, and the end caps of the locking screws 702 are located in the countersunk holes 703, so that the end caps of the locking screws 702 can be hidden.

[0026] As a preferred implementation in this embodiment, Figure 2 As shown, the first steering motor 4 and the second steering motor 5 have the same structure, and the diameter size of the first gear 401 and the second gear 501 is the same.

[0027] Working principle:

[0028] By respectively arranging the first steering motor 4 and the second steering motor 5 on the front and rear sides of the main shaft sleeve 1, the transmission gear ring 3 is meshed and connected between the first gear 401 and the second gear 501, so that the first steering motor 4 and the second steering motor 5 can both drive the main shaft 2 to rotate synchronously, and the input ends of the first steering motor 4 and the second steering motor 5 are respectively electrically connected to the output end of the electronic controller 6 through the wire 601, so that the electronic controller 6 can control the first steering motor 4 and the second steering motor 5 to perform corresponding rotation actions according to the feedback command signal, thereby forming a redundant mechanism. If the first steering motor 4 or the second steering motor 5 fails, the other steering motor that has not failed can continue to operate to ensure the stability of normal automatic steering control and reduce the potential accident risks during driving.

[0029] The above shows and describes the principle, main features and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments. The above embodiments and descriptions are only preferred examples of the utility model and are not used to limit the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, which fall within the scope of the utility model to be protected. The scope of protection claimed by the utility model is defined by the attached claims and their equivalents.

Claims

1. A vehicle-use wire control steering device with redundant mechanism, characterized in that: It comprises a main shaft sleeve (1), a main rotating shaft (2), a first steering motor (4), a second steering motor (5) and an electronic controller (6); The main shaft sleeve (1) is rotatably sleeved outside the main rotating shaft (2), and a steering wheel (201) is fixedly mounted on the upper end of the main rotating shaft (2); The main shaft (2) is externally fixedly sleeved with a transmission gear ring (3); the first steering motor (4) and the second steering motor (5) are respectively arranged on the front and rear sides of the main shaft sleeve (1); the driving shaft of the first steering motor (4) is fixedly connected to a first gear (401); the driving shaft of the second steering motor (5) is fixedly connected to a second gear (501); and the transmission gear ring (3) is meshedly connected between the first gear (401) and the second gear (501); The input ends of the first steering motor (4) and the second steering motor (5) are electrically connected to the output end of the electronic controller (6) via wires (601) respectively.

2. A vehicle-use wire-controlled steering device with redundant mechanism according to claim 1, characterized in that: Two mounting protrusions (101) are symmetrically fixedly connected to the side of the main shaft sleeve (1), and mounting grooves (102) are provided on the side surfaces of the mounting protrusions (101).

3. The vehicle-use steer-by-wire device with redundant mechanism according to claim 1, characterized in that: The bottom end surface of the main shaft sleeve (1) is provided with an annular limiting groove (8); the outside of the main shaft (2) is located above the transmission gear ring (3) and is fixedly sleeved with a limiting member (202); the end of the limiting member (202) is rotatably embedded in the annular limiting groove (8).

4. The vehicle-use steer-by-wire device with redundant mechanism according to claim 1, characterized in that: The outside of the main shaft sleeve (1) is fixedly sleeved with an annular seat (7), and the bottom end surface of the annular seat (7) is symmetrically provided with two positioning grooves (701). The first steering motor (4) and the second steering motor (5) are both fixedly connected with a positioning seat (9), and the end of the positioning seat (9) is matched with the positioning groove (701). A locking screw (702) is threadedly connected between the annular seat (7) and the positioning seat (9).

5. A vehicle-use steer-by-wire device with redundant mechanism according to claim 4, characterized in that: Two countersunk holes (703) are symmetrically provided on the side of the annular seat (7), and the end caps of the locking screws (702) are located in the countersunk holes (703).

6. The vehicle-use steer-by-wire device with redundant mechanism according to claim 1, characterized in that: The first steering motor (4) and the second steering motor (5) have the same structure, and the first gear (401) and the second gear (501) have the same diameter size.

Images