Steering column structure based on drive-by-wire system and vehicle

Abstract

The utility model belongs to the field of structural design of vehicle steering systems, and particularly relates to a steering column structure based on a drive-by-wire system and a vehicle, and the steering column structure based on the drive-by-wire system comprises a steering column body used for being connected with a steering wheel to transmit rotating torque; the steering hand force feedback mechanism comprises a rotating shaft, a rotating block and an elastic piece; the rotating block is connected to the rotating shaft, and the elastic piece is connected to the rotating block and can stretch out and draw back in the axial direction of the rotating shaft. Wherein the rotating shaft is connected with the steering column body so as to be driven by the steering column body to rotate, and the rotating block is arranged to be capable of moving in the axial direction of the rotating shaft under rotation of the rotating shaft and stretching and / or compressing the elastic piece at the same time so as to provide feedback torque for a steering wheel. Under the rotation of the rotating shaft, the rotating block can move in the axial direction of the rotating shaft and stretch or compress the elastic piece. Telescopic deformation of the elastic piece can generate feedback torque, the feedback torque is transmitted to a steering wheel through the steering column body, and mechanical feedback is provided for a driver.

Description

Technical Field

[0001] This application belongs to the field of structural design of vehicle steering systems, and particularly relates to a steering column structure and a vehicle based on a by-wire system. Background Art

[0002] The mechanical connection components between the steering wheel and the steering wheels are cancelled in the by-wire steering system, and the steering is completely achieved by electric energy. The by-wire steering column of it controls the steering angle by a motor to realize the soft limit of the steering wheel rotation angle; when the rotation angle of the steering wheel turns to the preset limit position, the motor will apply a significantly increased reaction force at this time (such as Figure 1 ), so that the driver can feel a significantly increased steering torque, and through mechanical feedback, the driver subjectively feels and determines that the steering wheel has reached the steering limit position, thereby realizing the function of limiting the steering angle.

[0003] The soft limit function of the by-wire steering column depends on the normal operation of the electric control system. Therefore, when the vehicle is powered off, the motor and the control system stop working and cannot provide the soft limit of the steering angle. This may cause the driver to be unable to accurately perceive the steering limit of the steering wheel when the vehicle is powered off, increasing the potential operation risk. And when the vehicle is powered off, the rotation angle of the steering wheel may no longer be accurately limited by the motor. If the driver continues to turn the steering wheel at this time, it may cause the steering mechanism to rotate excessively, and then damage the components connected thereto, such as the clock spring.

[0004] At the same time, when the vehicle is powered on, in order to realize the soft limit function, the motor needs to provide a large reaction force when the steering wheel approaches the limit position. This will cause an increase in the working load of the motor, especially in the case where the driver frequently turns the steering wheel to the limit position. Long-term high-load operation may accelerate the wear and aging of the motor, thereby increasing the failure rate of the motor and shortening its service life.

[0005] Therefore, this application is specifically proposed. Utility Model Content

[0006] In order to solve the above problems, a new variable transmission ratio control method based on by-wire steering needs to be developed for new energy vehicles.

[0007] According to one aspect of the present application, a steering column structure based on a by-wire system is provided, including: a steering column body for connecting a steering wheel to transmit a steering torque; a steering hand force feedback mechanism including a rotating shaft, a rotating block, and an elastic member; the rotating block is connected to the rotating shaft, and the elastic member is connected to the rotating block and is set to expand and contract axially; wherein, the rotating shaft is connected to the steering column body to rotate under the drive of the steering column body, and the rotating block is set to move axially along the rotating shaft when the rotating shaft rotates and simultaneously stretch and / or compress the elastic member to provide a feedback torque to the steering wheel.

[0008] In a further embodiment of the present application, the steering hand force feedback mechanism further includes: a housing, within which there is a cavity, and the rotating shaft, the rotating block, and the elastic member are all disposed inside the cavity; a rotating thread is provided on the outer wall of the part of the rotating shaft located inside the housing, and the rotating block is sleeved on the rotating shaft and cooperates with the rotating thread to move axially along the rotating shaft when the rotating shaft rotates.

[0009] In a further embodiment of the present application, the steering hand force feedback mechanism further includes a first base and a second base, and the first base and the second base are disposed inside the cavity; the elastic member includes a first elastic body and a second elastic body, wherein one end of the first elastic body abuts against the first base, and the other end abuts against one side of the rotating block; one end of the second elastic body abuts against the second base, and the other end abuts against the other side of the rotating block.

[0010] In a further embodiment of the present application, when the steering wheel is in the non-rotated state, the rotating block is initially set at the middle position of the rotating thread, and at this time, the first elastic body and the second elastic body are respectively in the non-stretched and non-compressed states; when the steering wheel is in the rotated state, one of the first elastic body and the second elastic body is in the compressed state, and the other is in the stretched state.

[0011] In a further embodiment of the present application, the steering hand force feedback mechanism further includes a first elastic limit block and a second elastic limit block, and the first elastic limit block and the second elastic limit block are disposed inside the cavity and are respectively located on the sides of the first base and the second base facing the rotating block;

[0012] In a further embodiment of the present application, after the steering wheel rotates to a preset limit position, the rotating block contacts one of the first elastic limit block or the second elastic limit block to restrict the number of turns of the steering wheel.

[0013] In a further embodiment of the present application, both the first elastic limit block and the second elastic limit block are annular and include a receiving area inside; after the steering wheel rotates to a preset limit position, one of the first elastic body and the second elastic body is completely compressed inside the receiving area.

[0014] In a further embodiment of the present application, the rotating block includes: a ring portion, the inner wall of which cooperates with the rotating thread; a abutting portion, protruding radially from the outer wall of the ring portion along the rotating shaft for abutting against the first elastic body or the second elastic body, and for abutting against the first elastic limit block or the second elastic limit block.

[0015] In a further embodiment of the present application, the steering hand force feedback mechanism further includes a first bearing and a second bearing. The first bearing is located on the side of the first base facing away from the first elastic limit block, and the second bearing is located on the side of the second base facing away from the second elastic limit block. The end portions of the rotating shaft are respectively connected to the first bearing and the second bearing.

[0016] In a further embodiment of the present application, one end of the rotating shaft extends outside the housing and a connecting key is provided at the end, and is connected to the steering column body through the connecting key.

[0017] In a second aspect of the present application, a vehicle is further provided, including the steering column structure based on the by-wire system as described above.

[0018] In summary, based on the steering column structure based on the by-wire system provided by the present utility model, when the rotating shaft rotates, the rotating block is arranged to be able to move axially along it, thereby stretching or compressing the elastic member. Further, when the rotating block moves, the elastic member will undergo telescopic deformation, generating a feedback torque. This feedback torque is transmitted to the steering wheel through the steering column body, providing road feel feedback to the driver. In summary, when the driver turns the steering wheel, the steering column body rotates accordingly, and then drives the rotating shaft to rotate. Under the rotation of the rotating shaft, the rotating block will move axially along it, and stretch or compress the elastic member. The telescopic deformation of the elastic member will generate a feedback torque, and the feedback torque is transmitted to the steering wheel through the steering column body, providing mechanical feedback to the driver.

[0019] Through the steering column structure of the by-wire system, when the vehicle is powered off, it can still play a limiting role; ensuring that the rotation angle of the steering wheel does not exceed the safe range. Reducing the safety risks caused by the driver's misoperation of the steering wheel when the vehicle is powered off. And it can prevent the steering wheel from rotating excessively when the vehicle is powered off, thus avoiding possible damage to the steering mechanism or the components connected thereto (such as the clock spring). And the steering hand force feedback mechanism provides the feedback torque of the steering wheel through the telescopic movement of the elastic member. This design enables, when the vehicle is powered on, no need to use a motor to provide too large a reaction force when the steering wheel is close to the limit position, thereby improving stability and reliability.

[0020] Other features and advantages of the embodiments of the present application will be described in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the specific implementation of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific implementation or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those skilled in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0022] Figure 1 It is a partial exploded view of a steering column structure shown in an embodiment of the present invention;

[0023] Figure 2Explosion diagram of the steering hand force feedback mechanism in a steering column structure exemplified by an embodiment of the present invention;

[0024] Figure 3 Cross-sectional view of the steering column structure exemplified by an embodiment of the present invention along the extension direction of the transmission shaft and located on the central axis;

[0025] Figure 4 Cross-sectional view of the steering column structure exemplified by an embodiment of the present invention when the rotating block is in the first extreme position;

[0026] Figure 5 Cross-sectional view of the steering column structure exemplified by an embodiment of the present invention when the rotating block is in the second extreme position;

[0027] Figure 6 Schematic diagram of the state when the rotating shaft and the steering column body are connected in the steering column structure exemplified by an embodiment of the present invention; and

[0028] Figure 7 Cross-sectional view of the rotating shaft in the radial direction at the end in the steering column structure exemplified by an embodiment of the present invention.

[0029] Reference numerals:

[0030] 100, steering column structure;

[0031] 10, steering column body;

[0032] 20, steering hand force feedback mechanism;

[0033] 21, rotating shaft; 211, rotating thread; 212, connecting key;

[0034] 22, rotating block; 221, ring part; 222, abutting part;

[0035] 23, elastic member; 231, first elastic body; 232, second elastic body;

[0036] 24, housing;

[0037] 251, first base; 252, second base;

[0038] 261, first elastic limit block; 262, second elastic limit block;

[0039] 271, first bearing; 272, second bearing. Detailed implementation manners

[0040] In the description of the present application, features limited by "first" and "second" for only descriptive purposes should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Features limited by "first" and "second" may explicitly or implicitly include at least one of the limited features. When the description of "a plurality" appears, the general meaning is at least two, such as two, three, etc., unless otherwise specifically limited.

[0041] In the description of this specification, when terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" appear, it means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0042] For example Figure 1 , a steering column structure 100 based on a by-wire system includes a steering column body 10 and a steering hand force feedback mechanism 20; the steering column body 10 is used to connect to a steering wheel to transmit a steering torque; the steering hand force feedback mechanism 20 includes a rotating shaft 21, a rotating block 22, and an elastic member 23; the rotating block 22 is connected to the rotating shaft 21, and the elastic member 23 is connected to the rotating block 22 and can expand and contract along the axial direction of the rotating shaft 21; wherein, the rotating shaft 21 is connected to the steering column body 10 to rotate under the drive of the steering column body 10, and the rotating block 22 is arranged to be able to move along the axial direction of the rotating shaft 21 and simultaneously stretch and / or compress the elastic member 23 when the rotating shaft 21 rotates, so as to provide a feedback torque to the steering wheel.

[0043] It can be understood that the steering column body 10 is connected to the steering wheel. When the driver rotates the steering wheel, the steering column body 10 rotates synchronously with the steering wheel. That is, the driver's steering operation (i.e., the steering torque) is transmitted to the by-wire system to ensure that the driver's steering operation can be effectively transmitted to the wheels to control the driving direction of the vehicle.

[0044] The steering hand force feedback mechanism 20 is used to provide mechanical feedback to the driver so that the driver can feel the state of the wheel steering even without a traditional mechanical connection. The rotating shaft 21 serves as the support shaft for the rotating block 22 and the elastic member 23, and at the same time transmits the rotation of the steering column body 10.

[0045] Based on the general inventive concept of the present utility model, when the rotating block 22 rotates with the rotating shaft 21, it is arranged to be able to move axially along it, so as to stretch or compress the elastic member 23. Further, when the rotating block 22 moves, the elastic member 23 will undergo telescopic deformation, generating a feedback torque. This feedback torque is transmitted to the steering wheel through the steering column body 10 to provide road feeling feedback for the driver. In summary, when the driver turns the steering wheel, the steering column body 10 rotates accordingly, and then drives the rotating shaft 21 to rotate. Under the rotation of the rotating shaft 21, the rotating block 22 will move axially along it and stretch or compress the elastic member 23. The telescopic deformation of the elastic member 23 will generate a feedback torque, and the feedback torque is transmitted to the steering wheel through the steering column body 10 to provide mechanical feedback for the driver.

[0046] The steering column structure 100 of the steer-by-wire system can still play a limiting role when the vehicle is powered off; ensuring that the rotation angle of the steering wheel does not exceed the safe range. Reducing the safety risks caused by the driver's misoperation of the steering wheel when the vehicle is powered off. And it can prevent the steering wheel from rotating excessively when the vehicle is powered off, thus avoiding the possible damage to the steering mechanism or the components connected thereto (such as the clock spring). And the steering hand force feedback mechanism provides the feedback torque of the steering wheel through the telescopic movement of the elastic member 23. This design enables, when the vehicle is powered on, no need to use a motor to provide too large a reaction force when the steering wheel is close to the limit position, thereby improving stability and reliability.

[0047] In an alternative embodiment, a spiral groove is designed on the rotating shaft 21, and a thread matching the spiral groove is provided on the rotating block 22. When the rotating shaft 21 rotates, the spiral groove drives the rotating block 22 to move axially.

[0048] Or in a variant embodiment, to achieve this function, a helical gear can also be installed on the rotating shaft 21, and a rack meshing with the helical gear is fixed on the rotating block. When the rotating shaft rotates, the meshing between the helical gear and the rack causes the rotating block 22 to move axially; by adjusting the helix angle of the helical gear and the size of the rack, the movement speed of the rotating block and the magnitude of the feedback torque can be controlled.

[0049] Continue to refer to Figures 2 to 5 , in a specific embodiment, the steering hand force feedback mechanism 20 further includes: a housing 24, there is a cavity inside the housing 24, at least part of the rotating shaft 21, as well as the rotating block 22 and the elastic member 23 are all arranged inside the cavity; a rotating thread 211 is provided on the outer wall of the part of the rotating shaft 21 located inside the housing, the rotating block 22 is sleeved on the rotating shaft 21 and cooperates with the rotating thread 211 to move axially along the axis of the rotating shaft 21 under the rotation of the rotating shaft 21.

[0050] It is understandable that the housing 24 serves as external protection and also provides a fixed space for various internal components; the interior is a cavity for accommodating and fixing other components. The rotating shaft 21 is provided with a rotating thread 211 on the outer wall of the part located inside the housing. The rotating thread 211 is a helical tooth and meshes with the outer wall of the rotating block 22, enabling the rotating block 22 to move axially when the rotating shaft rotates. The rotating block 22 is sleeved on the rotating shaft 21, and its internal shape matches that of the rotating thread 211 to ensure tight fit and smooth movement between the two.

[0051] When the rotating shaft 21 rotates, due to the cooperation between the rotating thread 211 and the rotating block 22, the rotating block 22 will move axially along the rotating shaft 21. At the same time, the movement of the rotating block 22 is resisted or supported by the elastic member 23, thereby providing the driver with a certain form of mechanical feedback. For example, when the driver turns the steering wheel to the extreme position, the rotating shaft 21 rotates to make the rotating block 22 reach the extreme position. At this time, the elastic member 23 makes the driver feel the maximum resilience force in the opposite direction of the rotation direction.

[0052] In the embodiment of the present utility model, the steering hand force feedback mechanism 20 further includes a first base 251 and a second base 252, and the first base 251 and the second base 252 are arranged in the cavity; the elastic member 23 includes a first elastic body 231 and a second elastic body 232, wherein one end of the first elastic body 231 abuts against the first base 251, and the other end abuts against one side of the rotating block 22; one end of the second elastic body 232 abuts against the second base 252, and the other end abuts against the other side of the rotating block 22.

[0053] The elastic member 23 includes two independent elastic bodies: namely, the first elastic body 231 and the second elastic body 232. These two elastic bodies are respectively located on both sides of the rotating block 22 to provide the necessary elasticity and feedback force. The two bases, the first base 251 and the second base 252, are arranged in the cavity to fix one end of the elastic member 23. One end of the first elastic body 231 abuts against the first base 251, and the other end abuts against one side of the rotating block 22. One end of the second elastic body 232 abuts against the second base 252, and the other end abuts against the other side of the rotating block 22.

[0054] When the steering wheel is in the non-rotating state, the rotating block 22 is located at the middle position of the rotating thread. At this time, both the first elastic body 231 and the second elastic body 232 are in the state of neither being stretched nor compressed, and no feedback torque is applied to the steering wheel.

[0055] When the steering wheel starts to rotate, the rotating block 22 will move axially along the rotating thread. If the rotating block 22 moves in one direction, the first elastic body 231 will be compressed, while the second elastic body 232 will be stretched. Conversely, if the rotating block 22 moves in the other direction, the second elastic body 232 will be compressed, while the first elastic body 231 will be stretched. No matter which direction the rotating block 22 moves in, the two elastic bodies will form elastic forces in the same direction, that is, one is compressed and the other is stretched.

[0056] Under the initial rotation, that is, when the steering wheel just starts to rotate, since both elastic bodies are in a small deformation state (neither the compression nor the stretching is large), the generated feedback torque is small, which enables the driver to turn the steering wheel more easily, especially when making fine adjustments or driving at low speeds.

[0057] As the rotation angle of the steering wheel gradually increases, the compression degree of one elastic body will gradually increase, and the stretching degree of the other will also increase accordingly. Therefore, when the driver approaches or reaches the limit rotation position of the steering wheel, an obviously gradually increasing feedback torque will be felt, which can remind the driver that they are approaching or reaching the limit position and avoid over-rotating the steering wheel. This design can provide a more natural and realistic driving experience. At the initial rotation, the small feedback torque makes driving easier; while when approaching the limit position, the increasing feedback torque enhances the driving stability and safety.

[0058] Since in the initial state, that is, when the rotating block 22 is in the middle, the original lengths or positions of the first elastic body 231 and the second elastic body 232 are not under force; when the steering wheel rotates, assuming the first elastic body 231 is compressed, the elastic force generated is f1, and the second elastic body 232 is stretched; their directions are the same. According to Hooke's law:

[0059] f1 = k1x1 (compression force, k1 is the elastic coefficient of the first elastic body)

[0060] f2 = k2x2 (tensile force, k2 is the elastic coefficient of the second elastic body)

[0061] X1 is the change in compression, x2 is the change in stretching, and the overall force F_total is the resultant force of these two forces, that is: F_total = f1 + f2.

[0062] Then at this time, as the rotation angle of the steering wheel increases, the feedback torque output by the overall elastic member 23 gradually increases

[0063] The steering hand force feedback mechanism 20 further includes a first elastic limit block 261 and a second elastic limit block 262. The first elastic limit block 261 and the second elastic limit block 262 are disposed in the cavity and are respectively located on one side of the first base 251 and the second base 252 facing the rotating block 22. After the steering wheel is rotated to a preset limit position, the rotating block 22 contacts one of the first elastic limit block 261 and the second elastic limit block 262 to restrict the number of turns of the steering wheel.

[0064] It can be understood that the first elastic limit block 261 and the second elastic limit block 262 are disposed in the cavity and are respectively located on one side of the first base 251 and the second base 252 facing the rotating block 22. When the steering wheel is rotated, the rotating block 22 will move accordingly. During normal steering, the rotating block 22 does not contact the first elastic limit block 261 or the second elastic limit block 262. However, when the steering wheel is rotated to a preset limit position, the rotating block 22 contacts one of the elastic limit blocks (the first elastic limit block 261 or the second elastic limit block 262). This contact generates a resistance to prevent the rotating block 22 from continuing to move, thereby restricting further rotation of the steering wheel. And the elastic limit blocks all have a certain elasticity. When the steering wheel is subjected to an excessive force and attempts to exceed the limit position, the elastic limit blocks will provide a certain buffer to avoid structural damage caused by direct rigid contact. The beneficial point of this design is that it allows the driver to feel a clear resistance point when turning the steering wheel, so as to know that the limit position of steering has been reached. This helps the driver better control the steering of the vehicle and avoid dangers caused by oversteering.

[0065] Meanwhile, the steering hand force feedback mechanism 20 can have extremely high expandability through the above design, allowing the steering wheel's turning circle number and the magnitude of the hand force feedback to be adjusted according to different requirements and standards. The turning circle number of the steering wheel can be designed into standard circle numbers such as 4 turns, 3 turns, 2 turns, 1 turn, etc. according to different requirements. The realization of different circle numbers can be achieved through the thickness of the limit rubber pad. Exemplarily, if the current thickness of the rubber pad is 20 mm, assuming that the rotation thread 211 just meshes 10 mm for one turn, the turning circle number of the steering wheel is the standard circle number: 2 turns; then when the thickness of the rubber pad is 10 mm, the turning circle number of the steering wheel is 3 turns; when the thickness of the rubber pad is 30 mm, the turning circle number of the steering wheel is 1 turn. The turning circle number of the steering wheel can also be changed by altering the pitch of the rotation thread 211. That is, the larger the pitch, the longer the distance the rotation block 22 moves when the steering wheel rotates one turn, so the total turning circle number can be reduced. Conversely, the smaller the pitch, the greater the total turning circle number. Modifying the stiffness of the springs (i.e., the first elastic body 231 and the second elastic body 232) can directly affect the magnitude of the hand force feedback. Springs with greater stiffness will provide a greater feedback force when compressed or stretched, while springs with smaller stiffness provide a smaller feedback force. In summary, by comprehensively adjusting parameters such as the thickness of the limit rubber pad, the thickness of the limit rotation nut, the pitch of the thread, and the stiffness and pre-tightening force of the springs, the limitation of different steering angle ranges can be achieved, thereby achieving precise control of the turning circle number of the steering wheel, and the magnitude of the hand force feedback can be adjusted as needed. It is very suitable for platform-based production, and through modular and standardized production methods, efficient, flexible, and low-cost product manufacturing can be realized.

[0066] Furthermore, both the first elastic limit block 261 and the second elastic limit block 262 are annular and their interiors include a receiving area; when the steering wheel rotates to a preset extreme position, one of the first elastic body 231 and the second elastic body 232 is completely compressed within the receiving area.

[0067] The receiving area inside the annular limit block is for accommodating and restricting the deformation of the first elastic body 231 and the second elastic body 232 when they reach the extreme position. When the steering wheel rotates to the preset extreme position, the rotation block 22 just abuts against the first elastic limit block 261 and the second elastic limit block 262. At this time, the first elastic body 231 or the second elastic body 232 (depending on the rotation direction of the steering wheel) will be completely compressed into this receiving area.

[0068] In a specific solution, the rotation block 22 includes a ring portion 221 and an abutting portion 222. The inner wall of the ring portion 221 mates with the rotation thread; the abutting portion 222 protrudes radially from the outer wall of the ring portion 221 along the rotation axis 21 for connecting to one end of the first elastic body 231 or the second elastic body 232, and for abutting against the first elastic limit block 261 or the second elastic limit block 262.

[0069] The inner wall of the ring portion 221 mates with the rotating thread, and this mating allows the rotating block 22 to rotate smoothly on the rotating shaft 21. The design of the rotating thread is typically used to provide precise rotation control and feedback, ensuring that the rotation of the steering wheel can be accurately translated into the rotation of the rotating block 22.

[0070] The abutting portion 222 protrudes radially along the rotating shaft 21 from the outer wall of the ring portion 221, and the abutting portion 222 is used to connect to one end of either the first elastic body 231 or the second elastic body 232. This connection can be a physical fixed connection (such as screws, snaps, etc.) or a force transmission connection (such as through friction or pressure transmission). In this way, when the steering wheel rotates, the rotation of the rotating block 22 can drive the deformation of the first elastic body 231 and the second elastic body 232, thereby generating corresponding feedback forces. The abutting portion 222 is also used to abut against the first elastic limiting block 261 or the second elastic limiting block 262. When the steering wheel rotates to a preset limit position, the abutting portion 222 will contact the corresponding elastic limiting block, thereby restricting further rotation of the steering wheel. The abutting effect is achieved by the structural overlap of the elastic limiting block and the rotating block 22 in the radial direction, and it is designed such that the elastic limiting block contacts the abutting portion 222 when the steering wheel reaches the limit position, thereby preventing it from continuing to rotate.

[0071] The steering hand force feedback mechanism 20 further includes a first bearing 271 and a second bearing 272. The first bearing 271 is located on the side of the first base 251 facing away from the first elastic limiting block 261, and the second bearing 272 is located on the side of the second base 252 facing away from the second elastic limiting block 262. The end portions of the rotating shaft 21 are respectively connected to the first bearing 271 and the second bearing 272.

[0072] The first bearing 271 and the second bearing 272 are used to support and position the rotating shaft. In the steering hand force feedback mechanism, the first bearing 271 and the second bearing 272 are respectively located on the first base 251 and the second base 252, which provide stable support for the rotating shaft 21 and constrain the rotating shaft 21 to maintain the correct position and direction during rotation. This makes the hand force feedback mechanism more durable, reliable, and provides a smoother steering experience.

[0073] As Figure 6 and Figure 7 shown, one end of the rotating shaft 21 extends outside the housing 24 and a connection key 212 is provided at the end, and the steering column body 10 is connected through the connection key 212. In a preferred embodiment, the connection key 212 is designed in a standard spline mating type to improve versatility.

[0074] It is understandable that the standard spline mating type is a widely used connection method between a shaft and a rotating part on the shaft. The spline mating consists of a set of protruding key teeth and corresponding grooves. Through the engagement of the key teeth and the grooves, the circumferential fixation and torque transmission between the shaft and the part are achieved. Adopting the standard spline mating type means that the connecting key 212 can be compatible with a variety of standard spline interfaces. This enables the steering hand force feedback mechanism to be more easily connected to the steering column bodies of different models and brands, greatly improving the versatility and application range of the product.

[0075] On the other hand, the present application also provides a vehicle based on the above-mentioned steering column structure 100. Obviously, the vehicle has all the beneficial effects brought by the above method, such as better steering feedback, etc., which will not be repeated one by one here.

[0076] The technical features described above can be combined arbitrarily. Although not all possible combinations of these technical features are described, any combination of these technical features should be considered to be covered by this specification as long as such a combination does not exist in contradiction.

[0077] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still adjust the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of their technical features. And these adjustments or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A steering column structure based on a wire control system, characterized in that: include: A steering column body (10) is used to connect to a steering wheel to transmit a rotational torque; A steering hand force feedback mechanism (20) comprises a rotating shaft (21), a rotating block (22) and an elastic member (23); the rotating block (22) is connected to the rotating shaft (21), and the elastic member (23) is connected to the rotating block (22) and can be extended and retracted along the axial direction of the rotating shaft (21); The rotating shaft (21) is connected to the steering column body (10) so as to rotate driven by the steering column body (10), and the rotating block (22) is configured to be able to move along the axial direction of the rotating shaft (21) and simultaneously stretch and / or compress the elastic member (23) when the rotating shaft (21) rotates, so as to provide feedback torque to the steering wheel.

2. The steering column structure according to claim 1, characterized in that: The steering hand force feedback mechanism also includes: A shell (24), wherein the shell (24) contains a cavity, and at least a portion of the rotating shaft (21), the rotating block (22) and the elastic member (23) are all arranged inside the cavity; A rotating thread (211) is provided on a portion of the outer wall of the rotating shaft (21) located inside the housing (24); the rotating block (22) is sleeved on the rotating shaft (21) and cooperates with the rotating thread (211) so as to move in the axial direction of the rotating shaft (21) when the rotating shaft (21) rotates.

3. The steering column structure according to claim 2, characterized in that: The steering hand force feedback mechanism (20) further comprises a first base (251) and a second base (252), wherein the first base (251) and the second base (252) are arranged in the cavity; The elastic member (23) comprises a first elastic body (231) and a second elastic body (232), wherein one end of the first elastic body (231) abuts against the first base (251), and the other end abuts against one side of the rotating block (22); one end of the second elastic body (232) abuts against the second base (252), and the other end abuts against the other side of the rotating block (22).

4. The steering column structure according to claim 3, characterized in that: When the steering wheel is in a non-rotating state, the rotating block (22) is initially arranged at a middle position of the rotating thread, and the first elastic body (231) and the second elastic body (232) are both in a non-stretched and non-compressed state; When the steering wheel is in a rotating state, one of the first elastic body (231) and the second elastic body (232) is in a compressed state, and the other is in a stretched state.

5. The steering column structure according to claim 3, characterized in that: The steering hand force feedback mechanism (20) further comprises a first elastic limit block (261) and a second elastic limit block (262), wherein the first elastic limit block (261) and the second elastic limit block (262) are arranged in the cavity and are respectively located on one side of the first base (251) and the second base (252) facing the rotating block (22); When the steering wheel is rotated to a preset limit position, the rotating block (22) and one of the first elastic limiting block (261) and the second elastic limiting block (262) abut against each other.

6. The steering column structure according to claim 5, characterized in that: The first elastic limiting block (261) and the second elastic limiting block (262) are both annular and include a receiving area therein; When the steering wheel is rotated to a preset extreme position, one of the first elastic body (231) and the second elastic body (232) is completely compressed within the corresponding receiving area.

7. The steering column structure according to claim 5, characterized in that: The rotating block (22) comprises: A ring portion (221), the inner wall of which cooperates with the rotating thread (211); The abutting portion (222) protrudes from the ring portion (221) in the radial direction of the rotating shaft (21) so as to abut against the first elastic limiting block (261) or the second elastic limiting block (262).

8. The steering column structure according to claim 5, characterized in that: The steering hand force feedback mechanism further comprises a first bearing (271) and a second bearing (272); the first bearing (271) is located on a side of the first base (251) away from the first elastic limit block (261); the second bearing (272) is located on a side of the second base (252) away from the second elastic limit block (262); and the ends of the rotating shaft (21) are respectively connected to the first bearing (271) and the second bearing (272).

9. The steering column structure according to any one of claims 2 to 8, characterized in that: One end of the rotating shaft (21) extends outside the housing (24) and a connecting key (212) is provided at the end thereof. The rotating shaft (21) is connected to the steering column body (10) via the connecting key (212).

10. A vehicle, characterized in that: It comprises a steering column structure based on a wire control system as claimed in any one of claims 1 to 9.

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