Steering wheel angle sensor assembly and steer-by-wire system of vehicle

Abstract

The utility model provides a steering wheel angle sensor assembly and a steer-by-wire system of a vehicle. The steering wheel rotation angle sensor assembly (1) is used for a steer-by-wire system of a vehicle and comprises a first rotation angle sensor assembly (11) and a second rotation angle sensor assembly (12) which are used for sensing the rotation angle of a steering wheel. The first steering angle sensor assembly (11) can output a sensor signal to the steering wheel rotation actuator unit (13) to obtain a steering wheel steering angle, and the steering wheel rotation actuator unit (13) is used for outputting the steering wheel steering angle to a steering actuator to control steering of wheels. The second steering angle sensor assembly (12) can output a sensor signal thereof to the steering actuator. The utility model provides a steering wheel angle sensing measure with redundancy, and the steering wheel angle can be obtained by using another sensing means under the condition that one sensing means fails, so that the steering wheel angle can be used by the whole vehicle.

Description

Technical Field

[0001] The present disclosure relates to a steering wheel angle sensor assembly and a steer-by-wire system for a vehicle. Background Art

[0002] This section is intended to provide background information relevant to understanding the various technologies described herein. As the title of this section implies, this is a discussion of related technologies that should not in any way be considered prior art. Therefore, it should be understood that any statements in this section should be read in this light, rather than as admissions of prior art.

[0003] The steer-by-wire system eliminates the traditional mechanical steering device. There is no mechanical connection between the steering wheel and the steering wheel, which can reduce the weight of the vehicle body, eliminate road impact, and has the advantages of reducing noise and vibration isolation.

[0004] The working principle of a wire-controlled steer system is as follows: when the steering wheel is turned, the steering wheel torque sensor and steering angle sensor convert the measured driver torque and steering wheel angle into electrical signals and input them into the electronic control unit (ECU). The ECU controls the rotation direction of the torque feedback motor based on the signals from the vehicle speed sensor and the angular displacement sensor installed on the steering transmission mechanism, and generates feedback torque based on the steering force simulation. At the same time, it controls the rotation direction, torque size and rotation angle of the steering motor, and controls the steering position of the steering wheel through the mechanical steering device, so that the car drives along the trajectory desired by the driver.

[0005] Regarding the construction of a vehicle's steer-by-wire system, one technical approach requires two steering wheel angle sensors to identify the steering angle. Currently, two steering wheel angle sensors are installed on the steering wheel input shaft. The sensors' SENT signals are used in normal driving mode, while the sensors' CAN FD signals are used in emergency driving situations, directly transmitting the steering angle signals to the steering actuator.

[0006] In this regard, SENT signals are dual-channel, meaning they have two output signals for normal driving modes. CANFD signals are single-channel, with one output signal for emergency driving situations. This technical approach may increase the installation workload and space required for the steering wheel actuator unit or the entire steer-by-wire system. Furthermore, the cost of steering angle detection may be relatively high. Utility Model Content

[0007] According to different aspects, the present disclosure aims to provide a redundant steering wheel angle sensing measure, which can obtain the steering wheel angle for use by the entire vehicle by using another sensing means when one sensing means fails.

[0008] Furthermore, the present disclosure aims to solve or at least alleviate one or more problems existing in the prior art.

[0009] The present disclosure solves the above-mentioned problems by providing a steering wheel angle sensor assembly and a vehicle steer-by-wire system. Specifically, according to one aspect of the present disclosure, the following are provided:

[0010] A steering wheel angle sensor assembly for a vehicle's steer-by-wire system, wherein the steering wheel angle sensor assembly includes a first angle sensor component and a second angle sensor component for sensing the steering wheel angle, the first angle sensor component being capable of outputting its sensor signal to a steering wheel rotation actuator unit for obtaining the steering wheel angle, the steering wheel rotation actuator unit being capable of outputting the steering wheel angle to a steering actuator for controlling wheel steering, and the second angle sensor component being capable of outputting its sensor signal to the steering actuator.

[0011] According to another aspect of the present disclosure, the present disclosure provides a steer-by-wire system for a vehicle, wherein the steer-by-wire system includes any one of the above-mentioned steering wheel angle sensor assemblies. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The above and other features of the present disclosure will become apparent with reference to the accompanying drawings, in which:

[0013] Figure 1 A schematic circuit diagram of a steering wheel angle sensor assembly according to the present disclosure is shown;

[0014] Figure 2 shows a detailed circuit diagram of a steering wheel angle sensor assembly according to the present disclosure;

[0015] Figure 3 shows a three-dimensional assembly diagram of a steering wheel angle sensor assembly according to the present disclosure;

[0016] Figure 4 shows a perspective exploded view of a steering wheel angle sensor assembly according to the present disclosure; and

[0017] Figure 5 A planar exploded view of a steering wheel angle sensor assembly according to the present disclosure is shown. DETAILED DESCRIPTION

[0018] It is easy to understand that according to the technical solution of the present disclosure, without changing the essential spirit of the present disclosure, a person skilled in the art can propose a variety of interchangeable structural methods and implementation methods. Therefore, the following specific embodiments and drawings are only exemplary descriptions of the technical solution of the present disclosure and should not be regarded as the entire disclosure or as a limitation or restriction of the technical solution of the present disclosure.

[0019] The terms "up," "down," "left," "right," "front," "back," "front," "back," "top," and "bottom" mentioned or potentially mentioned in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may vary depending on their location or usage. Therefore, these or other directional terms should not be interpreted as restrictive. In addition, the terms "first," "second," "third," and similar expressions are used only for descriptive and distinguishing purposes and should not be understood to indicate or imply the relative importance of the corresponding components.

[0020] refer to Figure 1 and Figure 2 ,in, Figure 1 shows a schematic circuit diagram of a steering wheel angle sensor assembly according to the present disclosure; and Figure 2 The following is a detailed circuit diagram of a steering wheel angle sensor assembly according to the present disclosure. Figure 1 The red dotted lines are power lines or power lines, there are 2 of them, the purple dotted lines are power lines, there are 2 of them, the blue and green dotted lines are signal lines, there are 1 of them each, the yellow dotted line is the power line, there are 2 of them, and the dark blue dotted lines are the vehicle CAN or CAN FD signal lines, there are 2 of them; Figure 2 The black line is the ground line, the red line is the power line, which can be 5V for the first angle sensor component and 12V for the second angle sensor component. The blue line is the signal line, for example, there are 2 lines. The green line is the combined harness of the power line and the signal line, representing 4 lines respectively. The blue arrows are the CAN or CAN FD signal lines of the whole vehicle, 2 lines. The red dotted line and the pink dotted line are the power lines provided by the steering wheel actuator unit. The dark blue dotted line is the power line of the whole vehicle, and the light blue dotted line is the CAN network of the whole vehicle.

[0021] The steering wheel angle sensor assembly 1 is used in a vehicle's steer-by-wire system, wherein the steering wheel angle sensor assembly 1 includes a first angle sensor component 11 and a second angle sensor component 12 for sensing the steering wheel angle. The first angle sensor component 11 can output its sensor signal to a steering wheel rotation actuator unit 13 for obtaining the steering wheel angle. The steering wheel rotation actuator unit 13 is used to output the steering wheel angle to a steering actuator for controlling wheel steering. The second angle sensor component 12 can output its sensor signal to the steering actuator.

[0022] It should be understood that the steer-by-wire system is used to convert the driver's operating actions into electrical signals through sensors to achieve transmission control, replacing traditional mechanical systems or hydraulic systems, and the electrical signals directly control the actuators to achieve the control purpose. In a steer-by-wire system, the steering column is completely eliminated, and it includes an upper steering system composed of an upper steering actuator SWA (sometimes also called a steering wheel actuator / unit) and a lower steering system composed of a fully redundant lower steering actuator SRA (sometimes also called a steering rack actuator). There is no rigid connection between the upper steering system and the lower steering system (which can be understood as a human-machine interface decoupling system, or the decoupling of the driver's human-machine interface and wheel control). The steer-by-wire system can bring significant advantages in terms of improving safety, enhancing driving experience, saving space and weight, facilitating integration and upgrading, and being economical and environmentally friendly.

[0023] To this end, the present technical solution designs a first rotation angle sensor assembly 11 and a second rotation angle sensor assembly 12, which have different signal transmission paths. Specifically, the first rotation angle sensor assembly is used to output its sensor signal to the steering wheel rotation actuator unit, wherein the steering wheel rotation actuator unit can directly or indirectly obtain the steering wheel angle by calculation or table lookup based on the sensor signal, for example, for use by the steering actuator, and the steering actuator subsequently sends a control instruction to the power motor to control the wheel to rotate accordingly. On the other hand, the second rotation angle sensor assembly can output its sensor signal to the steering actuator, and can also be used to control the steering of the wheel later. In addition, according to different usage scenarios, the sensor signal mentioned in this article can refer to the output signal directly output by the sensor, or it can refer to the signal after the output signal of the sensor is processed.

[0024] Thus, two distinct signal transmission paths achieve redundancy for the entire steering wheel angle sensor assembly. This allows for the acquisition of steering wheel angle and wheel steering by-wire control to be ensured through signal transmission from the other side in the event of a failure of one of the sensor components (e.g., the steering wheel actuator unit), thereby improving the safety and reliability of the system. Furthermore, this technical solution also offers the feasibility of simultaneously sensing the steering wheel angle through both the first and second angle sensor components 11, 12, enabling the system to obtain more comprehensive and accurate angle information, with the information obtained from both components being mutually verified. In summary, the dual sensor and steering wheel actuator unit design enhances the system's fault response and handling capabilities. In the event of a fault, the system ensures that the vehicle maintains stable steering control, thereby improving driving safety. It is also understood that, according to this solution, the first and second angle sensor components together form a single steering wheel angle sensor assembly, achieving redundancy in steering wheel angle requirements and offering lower cost, space requirements, and installation workload compared to solutions using two steering wheel angle sensors.

[0025] The steering wheel angle sensor assembly 1 may also include a steering wheel rotation actuator unit 13, which is connected to the first angle sensor assembly 11 and capable of outputting the steering wheel angle to the steering actuator. This technical solution expands the components of the steering wheel angle sensor assembly, thereby highlighting redundancy, especially in the event of a steering wheel rotation actuator unit failure, and improving the integrated design possibilities of the assembly. In other words, even if the first angle sensor assembly or the steering wheel rotation actuator unit fails, the vehicle can still obtain steering wheel angle information through other means (such as the sensor signal from the second angle sensor assembly), ensuring continued operation of the system.

[0026] Combine Figures 3 to 5 ,in, Figure 3 shows a three-dimensional assembly diagram of a steering wheel angle sensor assembly according to the present disclosure; Figure 4 shows a perspective exploded view of a steering wheel angle sensor assembly according to the present disclosure; and Figure 5 A planar exploded view of a steering wheel angle sensor assembly according to the present disclosure is shown.

[0027] The steering wheel angle sensor assembly 1 also includes a first gear 14, a second gear 15 and a toothed connector 16. The first gear 14 and the second gear 15 are respectively engaged with the toothed connector 16. The toothed connector 16 is used to connect to the steering wheel input shaft or the steering column. The first gear 14 and the second gear 15 have different numbers of teeth. The rotation angles of the first gear 14 and the second gear 15 can be sensed by the first angle sensor assembly 11 and the second angle sensor assembly 12.

[0028] As can be seen, the driver's steering intention is achieved by turning the steering wheel. The steering wheel rotation drives the steering wheel input shaft to rotate together, and the steering wheel input shaft in turn drives the toothed connector to rotate synchronously. The teeth of the toothed connector transmit the rotational motion to the first gear and the second gear through meshing. As a result, the first and second rotation angle sensor assemblies can sense the rotation angles of the first and second gears, and then the controller or processor can calculate or look up the rotation angle of the toothed connector, and thus the steering wheel angle. The toothed connector is sometimes also called the steering column connection gear.

[0029] For example, the rotation angle of the toothed connector can be obtained by combining a cursor algorithm with a table lookup. That is, the rotation angles of the first gear and the second gear are obtained by a sensor, and the corresponding (same or approximate) rotation angles of the toothed connector are obtained by looking up the angle correspondence table. In this regard, the angle correspondence table that can be obtained in advance through precise calculations or experiments ensures the accuracy of the table lookup results, and the table lookup method can significantly reduce the calculation time, does not rely on complex real-time calculation processes, and improves the response speed of the system. This fast response capability helps to achieve accurate and timely steering control, and can also ensure cost control while ensuring accuracy. If necessary, the number of gears can be increased as a redundant verification of the toothed connector and the steering wheel angle.

[0030] It is feasible that the first gear 14 and the second gear 15 are both configured as magnetic gears, and the first rotational angle sensor assembly 11 and the second rotational angle sensor assembly 12 magnetically cooperate with the first gear 14 and the second gear 15 .

[0031] Therefore, the present technical solution provides a non-contact method for measuring the angle of rotation, which avoids the wear, friction and noise caused by direct contact, thereby improving the durability and reliability of the system and reducing the need for maintenance. In addition, magnetic measurement usually has high accuracy, stability and lifespan, has good resistance to interference from the external environment (such as vibration, temperature changes, etc.), and can also make the structure of the entire angle sensor assembly simpler and more compact, without the need for complex mechanical connections and transmission components, reducing manufacturing costs and assembly difficulty. In some other embodiments, the angle of rotation of the gear or toothed connection can also be obtained by using a photoelectric encoder (a photoelectric detection element detects the light-transmitting or light-blocking part on the grating disk to measure the angle of rotation), a resistive encoder (as the gear rotates, the sliding contact slides on the resistance element, changing the resistance value), laser measurement, etc.

[0032] from Figure 2 It can be clearly seen that the first rotation angle sensor assembly 11 includes a first angle sensor 111 that magnetically cooperates with the first gear 14 and a second angle sensor 112 that magnetically cooperates with the second gear 15, and the second rotation angle sensor assembly 12 includes a third angle sensor 121 that magnetically cooperates with the first gear 14 and a fourth angle sensor 122 that magnetically cooperates with the second gear 15. The first angle sensor 111 and the second angle sensor 112 are both configured as Hall effect sensors, and the third angle sensor 121 and the fourth angle sensor 122 are both configured as magnetoresistive effect sensors.

[0033] As can be seen, in this technical solution, the first gear cooperates with the first and third angle sensors, and the second gear cooperates with the second and fourth angle sensors. In other words, the first and third angle sensors share the first gear, while the second and fourth angle sensors share the second gear. Furthermore, the gears and corresponding sensors can be positioned close together, ensuring the system's compactness while providing two sets of sensor data for subsequent use. As previously mentioned, these two sets of sensors have different outputs. Even if one set of sensors or the steering wheel actuator unit fails, the other set of sensors can continue to operate and provide the necessary angle information, achieving system redundancy and improving fault tolerance. If necessary, the measurement results of these two sets of sensors can be cross-validated.

[0034] In terms of the specific design of the magnetic sensors, this technical solution uses Hall-effect sensors for the first and second angle sensors, and magnetoresistive sensors for the third and fourth angle sensors. It should be understood that the basic principle of a Hall-effect sensor is that when a current-carrying conductor or semiconductor is introduced into a perpendicular magnetic field, a voltage is measured at a point at right angles to the current path. This Hall-effect voltage is proportional to the current flowing through the sensor and the magnetic induction intensity. Hall-effect sensors typically utilize this principle to convert a changing magnetic field into a changing output voltage, thereby measuring physical quantities related to the magnetic field or magnetic properties. This sensor can be further constructed as a 3D Hall-effect sensor, for example, offering advantages such as high precision, versatility, fast response, low power consumption, miniaturization, easy integration, and strong anti-interference capabilities. Both angle sensors are high-performance programmable bilinear sensors with two SENT outputs. This component does not require a control unit; the angle sensors directly transmit information to the controller integrated into the steering wheel actuator unit via SENT signals, improving compactness and reducing costs.

[0035] The basic principle of magnetoresistive sensors is that the resistance of a magnetic material changes with changes in the external magnetic field. When a magnetic material is placed in an external magnetic field, the spin direction of its internal electrons is affected by the magnetic field and changes, resulting in a change in the material's resistance. Magnetoresistive sensors typically use this principle to convert changes in the magnetic field into changes in resistance, and then detect changes in physical quantities related to the magnetic field or magnetic properties by measuring changes in resistance. Magnetoresistive sensors can be subdivided into TMR (Tunnel Magneto Resistance) / GMR (Giant Magneto Resistance) / AMR (Anisotropic Magneto Resistance), collectively referred to as xMR. The principle behind the TMR phenomenon is spin-related tunneling, that is, up-spin electrons can only tunnel to the up-spin state, while down-spin electrons can only tunnel to the down-spin state. Therefore, this spin-related tunneling phenomenon can be used to detect changes in physical quantities related to the magnetic field or magnetic properties by measuring changes in tunneling resistance. Among them, these two sensors each have 4 analog signals output to the control unit of the second angle sensor assembly, and the control unit then outputs the processed data to the entire vehicle via the transceiver.

[0036] This shows that using two different sensing principles can reduce common cause failures. In addition, Hall effect sensors have the characteristics of high sensitivity, high precision, fast response, low friction and wear, high reliability and long life. Magnetoresistive effect sensors have the characteristics of high sensitivity, high precision, good linearity and stability, strong environmental adaptability and low power consumption.

[0037] Regarding the design of the second rotation angle sensor assembly 12, in some embodiments, unlike the first rotation angle sensor assembly, the second rotation angle sensor assembly also includes a first controller 123, such as a microcontroller MCU. The first controller 123 is used to receive sensor signals from the third angle sensor 121 and the fourth angle sensor 122 and obtain the rotation angle of the toothed connector 16, and can send it to the vehicle CAN network using the CAN or CAN FD protocol.

[0038] According to this technical solution, on the one hand, in the second group of sensors, the sensor signals of the two sensors are processed by the first controller, and the processing results (the angle of the toothed connector) are sent out, instead of directly sending the sensing results of the sensors out as in the first group of sensors. Therefore, the first group of sensors is more compact, and the data output of the second group of sensors can reduce the subsequent calculation burden. As a result, the entire vehicle can directly adopt the angle data processed by the first controller of the second group of sensors when needed (for example, in the event of failure of the vehicle ECU, ESP, SRA or the steering wheel actuator unit), to facilitate subsequent driving control. This angle data can be used not only for steering assistance, but also for scenarios such as brake assistance.

[0039] On the other hand, the technical solution also stipulates that the rotation angle of the toothed connector can be sent to the vehicle's CAN network using the CAN or CAN FD protocol, thereby achieving better compatibility with the vehicle's communication network, and the data can be used on demand by various components of the vehicle. In addition, the characteristics of the CAN (Controller Area Network) or CAN FD (CAN with Flexible Data rate) protocol also include high reliability, real-time performance, multi-host communication capabilities, network topology flexibility, high transmission rate, ease of use, and low cost. The CAN FD protocol further meets the system's needs for efficient and reliable communication by increasing the data transmission rate, increasing the data frame length, and enhancing reliability.

[0040] To this end, the second rotation angle sensor assembly can also be designed with a transceiver 125 based on CAN or CAN FD, which is arranged downstream of the first controller for communication with the outside world, such as the vehicle network, to support the above-mentioned data communication. In addition, the second rotation angle sensor assembly can also be designed with a low-dropout regulator 126 (Low-dropout regulator, LDO), which is connected to the external power supply on the one hand and connected to the various components of the second rotation angle sensor assembly on the other hand for power supply, such as the third and fourth sensors, the first controller and the transceiver. It should be understood that the low-dropout regulator is also called a low-dropout linear regulator or a low-voltage dropout regulator, and its purpose is to provide a stable DC voltage power supply. Compared with a general linear DC regulator, a low-dropout regulator can operate with a smaller output-input voltage difference.

[0041] As for the information transmission method of the first rotation angle sensor assembly, for example, the sensor signal of the first rotation angle sensor assembly 11 is sent to the steering wheel rotation actuator unit 13 using the SPC or SENT protocol. Among them, the SPC protocol helps to improve the reliability and stability of signal transmission and reduce problems caused by communication errors, while SENT adopts a one-way communication method and can send multiple data through a SENT signal line. Therefore, the signal line has a large amount of data and a fast update speed, which can also improve the reliability and anti-interference ability of signal transmission. Figure 1 and Figure 2 As can be seen, a bus-based transmission method can be used, for example, with 6 or 8 wires (4 power lines and 2 or 4 signal lines) to connect the first angle sensor assembly to the steering wheel actuator unit. In other embodiments, CAN, LIN, FlexRay, Ethernet, SPI, UART, and other protocols can also be used for transmission. The specific protocol selected can be comprehensively considered based on the actual application scenario and requirements, the overall system architecture and compatibility, future scalability, and cost factors.

[0042] Regarding the design of the steering wheel rotation actuator unit 13, in some embodiments of the present disclosure, it includes a second controller 131 and a third controller 132 that are communicatively connected to each other. The second controller 131 and the third controller 132 can receive the sensor signal of the first angle sensor assembly 11 and obtain the steering wheel angle.

[0043] Specifically, the second and third controllers are responsible for processing the steering wheel angle by the steering wheel actuator unit. For example, based on the sensor signals from the first and second sensors, they respectively determine the angle of the toothed connection and the steering wheel angle, which are then transmitted to the steering actuator or other vehicle components requiring steering wheel angle data. The two controllers can communicate, for example, via a bus, to verify each other's output results, improving reliability. Furthermore, if one controller fails, the steering wheel angle can still be acquired through the other controller, enhancing the redundancy and reliability of the steering wheel actuator unit.

[0044] Combine Figure 2 The circuit boards for these two sensor groups are schematically depicted using green dashed lines. Specifically, the first rotation angle sensor assembly 11 includes a first circuit board 113 that carries the first angle sensor 111 and the second angle sensor 112. The second rotation angle sensor assembly 12 includes a second circuit board 124 that carries the third angle sensor 121 and the fourth angle sensor 122. The first circuit board 113 is powered by the steering wheel actuator unit 13, while the second circuit board 124 is powered by the vehicle.

[0045] As a result, the first and second circuit boards are powered by different power sources. This independent power supply approach avoids the risk of failure of the entire sensor assembly due to a single power supply failure, thereby improving system reliability. The circuit board design also makes the entire system more modular, facilitating integration, maintenance, and upgrades. To this end, the steering wheel actuator unit can be configured with a first power control unit (PCU) 133 and a second power control unit 134, each of which is connected to the external vehicle power grid at one end and to the second and third controllers at the other end to power the controllers and the first and second sensors.

[0046] Combine Figure 3 and Figure 4 The steering wheel angle sensor assembly 1 includes a first shell 17 and a second shell 18 forming an accommodating space, and the two are threadedly connected by a threaded fastener 20, for example. The first angle sensor component 11, the second angle sensor component 12, the first gear 14 and the second gear 15 are arranged in the accommodating space. The first shell 17 and the second shell 18 are both provided with a through hole, and the steering wheel input shaft can be connected to the toothed connector 16 via the through hole.

[0047] This technical solution provides a structural design for a steering wheel angle sensor assembly, whose key components are protected by first and second housings. This makes the entire steering wheel angle sensor assembly more compact, reduces space usage, and mitigates the effects of external electromagnetic interference on sensor signals, improving measurement accuracy and stability. The toothed connector can be partially exposed to connect with the steering wheel input shaft. The toothed connector can be hollow, with its central opening aligned with the through-holes of the first and second housings.

[0048] It is feasible that the toothed connector 16 is constructed as a rotating body, for example, roughly in the form of a cylinder, and has corresponding teeth on the outer periphery to facilitate the engagement of the first and second gears. This structural form can be well adapted to the rotational motion of the steering wheel input shaft and the rotational coordination with the gears. The side edges of the first circuit board 113 and the second circuit board 124 can also be constructed with a concave arc structure to match the outer shape of the toothed connector 16, making the layout of the entire assembly more compact, helping to reduce the volume of the entire assembly and thus saving space. The first gear 14 and the second gear 15 are arranged between the first circuit board 113 and the second circuit board 124, and can also support the sharing of the corresponding sensors and the corresponding gears while maintaining compactness. The circuit board can be fixed to the housing by, for example, a latch, and the first and second housings are then assembled, for example, by a threaded fastening connection.

[0049] It is also possible that the first housing 17 is configured with a connection portion 171 , through which the signal lines and power lines leading from the first rotation angle sensor assembly 11 and the second rotation angle sensor assembly 12 can be respectively led to the steering wheel rotation actuator unit 13 and the entire vehicle.

[0050] This solution realizes the centralized guidance of signal lines and power lines or power lines, which helps to avoid disorganized lines, improves the convenience and efficiency of line management, and reduces mutual interference between lines, especially electromagnetic interference, thereby ensuring accurate signal transmission and stable power supply. The design of the connection part also simplifies the assembly process and improves assembly efficiency. Optimizing line management and reducing interference can also help reduce energy consumption and improve the energy efficiency of the entire vehicle. If necessary, the connection part 171 can also be designed with a waterproof and dustproof structure to protect the internal lines from the influence of harsh environments and improve the reliability and safety of the entire system. In some other embodiments, the connection part can be divided into two separate sub-connections, and used for the first group of sensors and the second group of sensors respectively, so as to achieve differentiated management of the two in terms of function and purpose.

[0051] Combine Figure 4 and Figure 5It can also be seen that in order to support the operation of the first gear and the second gear, in some embodiments of the present disclosure, the steering wheel angle sensor assembly 1 includes a gear bracket 19, which is connected between the first circuit board 113 and the second circuit board 124, and the first gear 14 and the second gear 15 are respectively constructed with recessed portions, and the gear bracket 19 is constructed with flanges, which are respectively engaged with the recessed portions of the first gear 14 and the second gear 15.

[0052] Thus, the gear bracket provides excellent support for the fixation and rotation of the first and second gears. For example, the two circuit boards are configured with grooves on their sides, and the gear bracket is configured with pillars 191. These pillars can be engaged from the outside into the grooves, making assembly simple and quick while maintaining the compactness of the entire device. Similarly, openings can be configured in the circuit boards to engage with other pillars of the gear bracket to further enhance the stability of the connection between the two.

[0053] Regarding the fit between the flange and the recessed portion, it should be understood that during operation, the recessed portions on the end faces of the first and second gears are engaged by the flange of the gear holder. The recessed portion and the flange may be, for example, circular. Thus, the gears can rotate by virtue of this concave-convex fit, limiting the position of the gears and ensuring their positional stability during operation. In this regard, the gear holder can be specifically disposed between the first circuit board and the gear, or between the second circuit board and the gear, and correspondingly, a through-hole 192 is provided at a location aligned with the angle sensor to facilitate the corresponding sensor and gear fit.

[0054] According to another aspect of the present disclosure, a steer-by-wire system for a vehicle is provided, wherein the steer-by-wire system includes any of the aforementioned steering wheel angle sensor assemblies 1. Therefore, the steer-by-wire system of the present disclosure inherits various embodiments and corresponding technical effects of the steering wheel angle sensor assembly, and will not be further elaborated here.

[0055] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and that various modifications or variations made by those skilled in the art to the above-described specific embodiments under the concept of the present disclosure should be within the legal protection scope of the present disclosure.

Claims

1. A steering wheel angle sensor assembly (1) for a vehicle's steer-by-wire system, characterized in that: The steering wheel angle sensor assembly (1) comprises a first angle sensor component (11) and a second angle sensor component (12) for sensing a steering wheel angle, wherein the first angle sensor component (11) can output its sensor signal to a steering wheel rotation actuator unit (13) for obtaining a steering wheel angle, and the steering wheel rotation actuator unit (13) is used to output the steering wheel angle to a steering actuator for controlling wheel steering, and the second angle sensor component (12) can output its sensor signal to the steering actuator.

2. The steering wheel angle sensor assembly (1) according to claim 1, characterized in that: The steering wheel angle sensor assembly (1) comprises the steering wheel rotation actuator unit (13), which is connected to the first angle sensor component (11) and can output the steering wheel angle to the steering actuator.

3. The steering wheel angle sensor assembly (1) according to claim 1 or 2, characterized in that: The steering wheel angle sensor assembly (1) further comprises a first gear (14), a second gear (15) and a toothed connector (16); the first gear (14) and the second gear (15) are respectively engaged with the toothed connector (16); the toothed connector (16) is used to be connected to a steering wheel input shaft; the first gear (14) and the second gear (15) have different numbers of teeth; the rotation angles of the first gear (14) and the second gear (15) can be sensed by the first rotation angle sensor assembly (11) and the second rotation angle sensor assembly (12).

4. The steering wheel angle sensor assembly (1) according to claim 3, characterized in that: The first gear (14) and the second gear (15) are both configured as magnetic gears, and the first rotation angle sensor assembly (11) and the second rotation angle sensor assembly (12) magnetically cooperate with the first gear (14) and the second gear (15).

5. The steering wheel angle sensor assembly (1) according to claim 4, characterized in that: The first rotation angle sensor assembly (11) includes a first angle sensor (111) magnetically cooperating with the first gear (14) and a second angle sensor (112) magnetically cooperating with the second gear (15); the second rotation angle sensor assembly (12) includes a third angle sensor (121) magnetically cooperating with the first gear (14) and a fourth angle sensor (122) magnetically cooperating with the second gear (15); the first angle sensor (111) and the second angle sensor (112) are both configured as Hall effect sensors, and the third angle sensor (121) and the fourth angle sensor (122) are both configured as magnetoresistive effect sensors.

6. The steering wheel angle sensor assembly (1) according to claim 5, characterized in that: The second rotation angle sensor assembly (12) further includes a first controller (123), which is used to receive sensor signals from the third angle sensor (121) and the fourth angle sensor (122) and obtain the rotation angle of the toothed connector (16), and can send the obtained signals to the vehicle CAN network using the CAN or CAN FD protocol.

7. The steering wheel angle sensor assembly (1) according to claim 1 or 2, characterized in that: The steering wheel rotation actuator unit (13) comprises a second controller (131) and a third controller (132) which are communicatively connected to each other, and the second controller (131) and the third controller (132) are capable of receiving sensor signals from the first angle sensor assembly (11) and obtaining a steering wheel angle.

8. The steering wheel angle sensor assembly (1) according to claim 1 or 2, characterized in that: The sensor signal of the first rotation angle sensor assembly (11) is sent to the steering wheel rotation actuator unit (13) using the SPC or SENT protocol.

9. The steering wheel angle sensor assembly (1) according to claim 5, characterized in that: The first rotation angle sensor assembly (11) includes a first circuit board (113) carrying the first angle sensor (111) and the second angle sensor (112); the second rotation angle sensor assembly (12) includes a second circuit board (124) carrying the third angle sensor (121) and the fourth angle sensor (122); the first circuit board (113) is powered by the steering wheel rotation actuator unit (13), and the second circuit board (124) is powered by the entire vehicle.

10. The steering wheel angle sensor assembly (1) according to claim 9, characterized in that: The steering wheel angle sensor assembly (1) comprises a first housing (17) and a second housing (18) forming a receiving space, wherein the first angle sensor component (11), the second angle sensor component (12), the first gear (14) and the second gear (15) are arranged in the receiving space, and the first housing (17) and the second housing (18) are both provided with through holes, and the steering wheel input shaft can be connected to the toothed connector (16) via the through holes.

11. The steering wheel angle sensor assembly (1) according to claim 10, characterized in that: The first housing (17) is configured with a connecting portion (171), and the signal lines and power lines drawn from the first rotation angle sensor assembly (11) and the second rotation angle sensor assembly (12) can be respectively guided to the steering wheel rotation actuator unit (13) and the entire vehicle via the connecting portion (171).

12. The steering wheel angle sensor assembly (1) according to claim 10 or 11, characterized in that: The toothed connector (16) is configured as a rotating body, and the side edges of the first circuit board (113) and the second circuit board (124) are configured with concave arc structures to match the outer shape of the toothed connector (16), and the first gear (14) and the second gear (15) are arranged between the first circuit board (113) and the second circuit board (124).

13. The steering wheel angle sensor assembly (1) according to claim 9, characterized in that: The steering wheel angle sensor assembly (1) includes a gear bracket (19), the gear bracket (19) is connected between the first circuit board (113) and the second circuit board (124), the first gear (14) and the second gear (15) are respectively configured with recessed portions, and the gear bracket (19) is configured with flanges, and the flanges are respectively engaged with the recessed portions of the first gear (14) and the second gear (15).

14. A steer-by-wire system for a vehicle, characterized in that: The steer-by-wire system comprises a steering wheel angle sensor assembly (1) according to any one of claims 1 to 13.

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