Drive-by-wire steering gear and vehicle
By controlling the switching of magnetohydrodynamic damping state through the electromagnetic device of the self-locking component, the current position of the steering component is locked, which solves the problem of steering wheel swaying when the steer-by-wire system malfunctions, and improves the stability and safety of the vehicle.
Patent Information
- Application Number
- CN202520013293.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-03
- Publication Date
- 2025-11-11
- Estimated Expiration
- 2035-01-03
AI Technical Summary
When the steering-by-wire system malfunctions, it cannot maintain vehicle stability, and the steering wheels will swing back and forth, affecting vehicle safety.
A self-locking component is adopted, which uses an electromagnetic device to control the damping state switching of the magnetofluid to achieve locking and unlocking states, locking the current position of the steering component and preventing the steering wheel from swinging.
In the event of a malfunction, the steering components can be quickly locked to prevent the steering wheels from swinging back and forth, thereby improving vehicle stability and safety.
Smart Images
Figure CN223533538U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle technology, and in particular to a steer-by-wire system and vehicle. Background Technology
[0002] Compared to traditional mechanical steering systems, steer-by-wire eliminates the mechanical connection between the steering wheel and the steering wheels. Therefore, if the steer-by-wire control system malfunctions during vehicle operation, the steering wheels cannot be controlled by the steering wheel. The steering rack will move back and forth via the tie rod connecting the steering wheels, causing the steering wheels to wobble and making it impossible to maintain vehicle stability. Utility Model Content
[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, this application proposes a steer-by-wire system that effectively avoids the back-and-forth swaying of the steering wheels. This application also proposes a vehicle incorporating this steer-by-wire system.
[0004] In a first aspect, the steer-by-wire system of this application includes a housing, a steering assembly, and a self-locking assembly; the steering assembly is disposed within the housing and is used to connect the steering wheel; the self-locking assembly includes an electromagnetic device and a magnetofluid, the magnetofluid being enclosedly disposed within the housing and surrounding a portion of the outer peripheral wall of the steering assembly, the electromagnetic device providing a varying electromagnetic field to the magnetofluid, and the magnetofluid changing its damping state under the influence of the varying electromagnetic field to switch between a locked state and an unlocked state; wherein:
[0005] In the unlocked state, the magnetofluid is in a first damped state, and the steering component is driven to move relative to the self-locking component to drive the steering wheel to turn.
[0006] In the locked state, the magnetofluid is in a second damped state and provides a damping force to restrict the movement of the steering assembly, thereby locking the current position of the steering assembly.
[0007] The steer-by-wire system according to the embodiments of this application has at least the following beneficial effects: by providing a magnetic field through an electromagnetic device to change the damping state of the magnetofluid, the locked and unlocked states can be switched, eliminating the need for a mechanical transmission structure and achieving rapid response. Thus, when needed (e.g., in the event of a malfunction), the steering component can be quickly locked, thereby locking the current position of the steering wheel in the event of a malfunction, preventing the steering component from continuing to move and causing the steering wheel to swing back and forth, thus improving the stability and safety of the vehicle.
[0008] According to some embodiments of the present application, the self-locking assembly further includes a seal surrounding the partial outer peripheral wall of the steering assembly and connected to the housing, the steering assembly being movable relative to the seal, and defining a cavity surrounding the partial outer peripheral wall of the steering assembly between the seal and the steering assembly, the magnetofluid being filled in the cavity.
[0009] According to some embodiments of the steering wheel according to this application, the self-locking assembly further includes a limiting member located within the cavity, the limiting member being enclosed in the magnetofluid and connected to the steering assembly; in the unlocked state, the movement of the steering assembly causes the limiting member to move relative to the magnetofluid; in the locked state, the magnetofluid provides a damping force to restrict the movement of the limiting member, thereby locking the current position of the steering assembly.
[0010] According to some embodiments of the present application, the steering assembly includes a gear and a rack that mesh together, the rack being adapted to connect to a wheel; the gear, when driven to rotate, can move the rack along the extension direction of the rack to steer the wheel; a seal surrounds the outer peripheral wall of the rack, defining a cavity surrounding the rack between the seal and the outer peripheral wall of the rack; a limiting member is connected to the rack; in the locked state, a magnetohydrodynamic fluid provides a damping force to restrict the movement of the limiting member, thereby locking the current position of the rack.
[0011] According to some embodiments of the present application, in a steering system for steer-by-wire, the limiting member divides the cavity into at least two regions, and the magnetofluid is filled in the regions; there is a gap between the limiting member and the inner wall of the cavity for the magnetofluid to pass through, and / or, the limiting member is provided with a through hole for the magnetofluid to pass through.
[0012] According to some embodiments of the present application, the steering assembly includes a gear and a rack that mesh together, the rack being adapted to connect to a wheel; the gear, when driven to rotate, can move the rack along the extension direction of the rack to steer the wheel; a seal surrounds the outer peripheral wall of the gear shaft of the gear, defining a cavity surrounding the gear shaft between the seal and the outer peripheral wall of the gear shaft; a limiting member is connected to the gear shaft; in the locked state, a magnetohydrodynamic fluid provides a damping force to restrict the rotation of the limiting member, thereby locking the current position of the gear.
[0013] According to some embodiments of the present application, the steering steer-by-wire device has a blocking portion on the limiting member, and the blocking portion protrudes along the axial direction of the gear shaft on the surface of the limiting member.
[0014] According to some embodiments of the present application, the steer-by-wire device includes a coil disposed within the housing, the winding axis of the coil being coaxial or parallel to the winding axis of the magnetofluid; wherein the coil is surrounding the outer periphery of the magnetofluid, or the coil is distributed at both ends of the magnetofluid.
[0015] According to some embodiments of the present application, the electromagnetic device further includes an electromagnet, the coils are distributed at both ends of the magnetohydrodynamic fluid, and the electromagnet passes through the coils.
[0016] Secondly, the vehicle in this application embodiment includes the steer-by-wire system as described above. By locking the steering assembly by changing the damping state of the magnetofluid through a self-locking component, the problem of steering wheel swaying can be effectively solved, avoiding affecting subsequent braking or sidewalk maneuvers, thus improving driving safety.
[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the structure of a steer-by-wire system according to an embodiment of this application;
[0019] Figure 2 This is an exploded view of the structure of a steer-by-wire system according to an embodiment of this application;
[0020] Figure 3 This is a schematic diagram of the structure of a steer-by-wire system according to an embodiment of this application;
[0021] Figure 4 This is a schematic diagram of the steer-by-wire component structure according to another embodiment of this application;
[0022] Figure 5 This is a schematic diagram of another structure of the limit member and gear in the steer-by-wire system according to an embodiment of this application.
[0023] Figure label:
[0024] Casing 100;
[0025] Steering assembly 200; Gear 210; Gear shaft 211; Rack 220;
[0026] Self-locking component 300; magnetic fluid 340; seal 350; limiting component 360; gap 361; through hole 362; blocking part 363; coil 332;
[0027] Controller 400;
[0028] Steering tie rod 500. Detailed Implementation
[0029] The following will clearly and completely describe the concept and technical effects of this application in conjunction with embodiments, so as to fully understand the purpose, features and effects of this application. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are all within the scope of protection of this application.
[0030] In the description of the embodiments of this application, if directional descriptions are involved, such as "up", "down", "front", "back", "left", "right" etc., indicating the directional or positional relationship based on the directional or positional relationship shown in the drawings, it is only for the convenience of describing this application and simplifying the description, and is not intended to indicate or imply that the device or device referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.
[0031] In the description of the embodiments of this application, if a feature is referred to as "setting," "fixing," "connecting," or "installing" on another feature, it can be directly set, fixed, or connected to the other feature, or it can be indirectly set, fixed, connected, or installed on the other feature. In the description of the embodiments of this application, if "several" is involved, it means one or more; if "multiple" is involved, it means two or more; if "greater than," "less than," or "exceeds," it should be understood as excluding the stated number; if "above," "below," or "within," it should be understood as including the stated number. If "first" or "second" is involved, it should be understood as used to distinguish technical features, and not as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.
[0032] This application provides a steer-by-wire system and a vehicle equipped with such a system. The self-locking component effectively locks the current position of the steering assembly, suppressing wheel swaying caused by loss of control of the steering assembly, ensuring vehicle stability, and improving driving safety. The embodiments of this application are described below with reference to the accompanying drawings.
[0033] refer to Figures 1 to 3 The steer-by-wire system is suitable for installation in vehicles and is applied to the vehicle's steering system to output power to the steering wheels to complete steering actions. The steer-by-wire system of this application embodiment includes a housing 100, a steering assembly 200, and a self-locking assembly 300.
[0034] Steering assembly 200 is disposed in housing 100 and is used to connect to steering wheels, thereby driving the steering wheels to deflect and achieve steering. For example, steering assembly 200 can be connected to steering wheels via steering tie rod 500, and the driven movement of steering assembly 200 can drive the steering wheels to deflect via steering tie rod 500 to achieve steering.
[0035] The self-locking assembly 300 is used to lock the steering assembly 200 and inhibit its movement. The self-locking assembly 300 is connected to the housing 100 and disposed on a partial outer peripheral wall of the steering assembly 200. The self-locking assembly 300 has a locked state and an unlocked state. In the unlocked state, the steering assembly 200 is driven to move relative to the self-locking assembly 300 to steer the steering wheels; in the locked state, the self-locking assembly 300 locks the steering assembly 200, thereby inhibiting its movement.
[0036] refer to Figure 3 In some embodiments, the self-locking assembly 300 may include an electromagnetic device and a magnetofluid 340, which is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the steering assembly 200. The magnetofluid 340 has rheological efficiency; in the absence of a magnetic field or with a weak applied magnetic field, the magnetofluid 340 can exist in a fluid state. When the magnetic field strength is increased, the viscosity of the magnetofluid 340 increases, generating a damping force. The strength and direction of the magnetic field determine the magnitude and direction of the damping force. The electromagnetic device provides a varying electromagnetic field to the magnetofluid 340, which, under the influence of the varying electromagnetic field, changes its damping state to switch between a locked and unlocked state.
[0037] In the unlocked state, the magnetofluid 340 is in a first damped state, and the steering assembly 200 is driven to move relative to the magnetofluid 340, thereby causing the steering wheels to deflect and the vehicle to drive and steer normally. For example, in the unlocked state, the electromagnetic device does not apply a magnetic field to the magnetofluid 340, and the magnetofluid 340 is in a fluid state. The viscosity of the magnetofluid 340 has a small damping force on the outer peripheral wall of the steering assembly 200, and the steering assembly 200 is driven to move relative to the magnetofluid 340.
[0038] In the locked state, the magnetofluid 340 is in a second damped state and provides a damping force to restrict the movement of the steering assembly 200. The magnetofluid 340 exhibits a high viscosity or a solid state, and the magnetofluid 340 locks the current position of the steering assembly 200. For example, in the locked state, the electromagnetic device is energized and a strong magnetic field is applied to the magnetofluid 340, which is sufficient to make the magnetofluid 340 exhibit a high viscosity or a solid state. The damping force of the magnetofluid 340 on the outer peripheral wall of the steering assembly 200 is sufficient to restrict the movement of the steering assembly 200.
[0039] During normal vehicle operation, the self-locking component 300 can remain in the unlocked state, and the steering component 200, when driven, can turn the steering wheels. When it is necessary to lock the steering component 200, the self-locking component 300 can be switched from the unlocked state to the locked state to lock the current position of the steering component 200.
[0040] In some embodiments, the electromagnetic device may include a coil 332 disposed within the housing 100, with the winding axis of the coil 332 coaxial or parallel to the winding axis of the magnetofluid 340. The coil 332 may surround the outer periphery of the magnetofluid 340, or it may be distributed at both ends of the magnetofluid 340. The coil 332 provides a varying electromagnetic field to the magnetofluid 340. It is understood that when the coil 332 is energized, a magnetic field is generated around it. The strength of this magnetic field is related to factors such as the magnitude of the current in the coil 332, the number of turns of the coil 332, the shape of the coil 332, and its size. By appropriately configuring these factors, the desired magnetic field strength can be obtained. For example, in the unlocked state, the coil 332 may be de-energized, meaning that the coil 332 does not apply a magnetic field to the magnetofluid 340, and the magnetofluid 340 is in a fluid state. In the locked state, the coil 332 may be energized and apply a strong magnetic field to the magnetofluid 340, sufficient to make the magnetofluid 340 exhibit a high viscosity state or a solid state.
[0041] Furthermore, the electromagnetic device may also include an electromagnet, in which coils 332 are distributed at both ends of the magnetofluid 340, and the electromagnet passes through the coils 332, so that the magnetic field generated by the coils 332 is better superimposed and enhanced inside the electromagnet, which can effectively enhance the magnetic field and facilitate the rapid switching of the magnetofluid 340 from the first damping state to the second damping state.
[0042] In this embodiment, the magnetorheological fluid 340 can be enclosed within the housing 100 in various ways. For example, the housing 100 defines a cavity around a portion of the outer peripheral wall of the steering assembly 200, the magnetorheological fluid 340 is filled within the cavity, and the inner wall of the cavity and the outer wall of the steering assembly 200 enclose the magnetorheological fluid 340 within the cavity. Alternatively, the self-locking assembly 300 may also include a seal 350, which surrounds a portion of the outer peripheral wall of the steering assembly 200 and is connected to the housing 100. The steering assembly 200 can move relative to the seal 350, and the seal 350 and the portion of the outer peripheral wall of the steering assembly 200 define a cavity surrounding the outer peripheral wall of the steering assembly 200, in which the magnetorheological fluid 340 is filled.
[0043] refer to Figure 3In some embodiments, the self-locking assembly 300 further includes a limiting member 360, which is enclosed in a magnetofluid 340 and connected to the steering assembly 200. In the unlocked state, the movement of the steering assembly 200 causes the limiting member 360 to move relative to the magnetofluid 340. In the locked state, the magnetofluid 340 provides a damping force to restrict the movement of the limiting member 360, thereby locking the current position of the steering assembly 200. The limiting member 360 can abut against the magnetofluid 340 in a second damped state, ensuring effective suppression of the movement of the steering assembly 200.
[0044] refer to Figure 4 In some embodiments, the steering assembly 200 may include a meshing gear 210 and a rack 220, the rack 220 being movably disposed within the housing 100 and adapted to connect to the steering wheel, for example, the rack 220 being connected to the steering wheel via a steering tie rod 500. The gear 210, when driven to rotate, can move the rack 220 along its extension direction, thereby transmitting torque to the steering wheel via the steering tie rod 500, causing the steering wheel to deflect. The steer-by-wire system may also include a power mechanism, such as a steering motor, for driving the gear 210 to rotate.
[0045] The power mechanism is controllable by the controller 400. During normal vehicle operation, the controller 400 can control the steering motor to output power based on the steering signal from the steering wheel, thereby driving the gear 210 to rotate. (Reference) Figure 4 and Figure 5 The gear 210 includes a gear body and a gear shaft 211 connected to the gear body. A power mechanism is connected to the gear shaft 211 and drives the gear shaft 211 and the gear body to rotate, thereby driving the rack 220 to move.
[0046] In some embodiments, the self-locking component 300 can be used to lock the current position of the rack 220 in a locked state. For example, refer to... Figure 3 The self-locking component 300 can be located on the outer periphery of the rack 220. In the unlocked state, the gear 210 is driven to rotate, which can drive the rack 220 to move along the extension direction of the rack 220. Thus, torque can be transmitted to the steering wheel through the steering tie rod 500, causing the steering wheel to deflect. In the locked state, the self-locking component 300 locks the current position of the rack 220.
[0047] Alternatively, in some embodiments, the self-locking component 300 can also be used to lock the current position of the gear 210 in the locked state. For example, refer to Figure 5The gear 210 may have a gear shaft 211, which is used to connect to a power mechanism. The power mechanism drives the gear shaft 211 to rotate, causing the gear 210 to rotate and move the rack 220. The self-locking component 300 may be provided on the outer periphery of the gear shaft 211. In the unlocked state, the gear shaft 211 is driven, causing the gear 210 to rotate and move the rack 220 along the extension direction of the rack 220. Thus, torque can be transmitted to the steering wheel through the steering tie rod 500, causing the steering wheel to deflect. In the locked state, the self-locking component 300 locks the current position of the gear shaft 211, thereby restricting the rotation of the gear 210 and thus locking the current position of the rack 220.
[0048] refer to Figure 3 In some embodiments, the magnetorheological fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the rack 220. The self-locking assembly 300 may further include a seal 350, which surrounds the outer peripheral wall of the rack 220 and is connected to the housing 100. The rack 220 is movable relative to the seal 350 along its extension direction. The seal 350 and the outer peripheral wall of the rack 220 define a cavity surrounding the outer peripheral wall of the rack 220, in which the magnetorheological fluid 340 is filled. The magnetorheological fluid 340 is used to abut against the outer peripheral wall of the rack 220 in the locked state, limiting the movement of the rack 220 through damping force. Alternatively, the self-locking assembly 300 may also include a limiting member 360 located within the cavity. The limiting member 360 is encased in a magnetic fluid 340 and connected to the rack 220. In the unlocked state, the movement of the rack 220 causes the limiting member 360 to move relative to the magnetic fluid 340. In the locked state, the magnetic fluid 340 exhibits a second damping state, restricting the movement of the limiting member 360 to lock the current position of the rack 220.
[0049] refer to Figure 3 In some embodiments, the limiting member 360 divides the cavity into two regions within the cavity, and the magnetic fluid 340 fills these regions, thereby dividing the magnetic fluid 340 within the cavity into two parts. The limiting member 360 may surround the outer peripheral wall of the rack 220, and the limiting member 360 may have a disc-shaped structure. A gap 361 for the magnetic fluid 340 to pass through is provided between the limiting member 360 and the inner wall of the cavity, and a through hole 362 for the magnetic fluid 340 to pass through is provided on the limiting member 360, so that the magnetic fluid 340 in the two adjacent regions can communicate with each other. For the limiting member 360 in some embodiments, either the gap 361 or the through hole 362 may be optionally provided. In the unlocked state, the magnetic fluid 340 is in a fluid state. As the limiting member 360 moves with the rack 220, the compressed magnetic fluid 340 can enter the adjacent region through the gap 361 and / or the through hole 362, avoiding affecting the movement of the limiting member 360.
[0050] In some embodiments, the number of the aforementioned limiting members 360 can be one, two, or more. Two or more limiting members 360 are spaced apart along the extending direction of the rack 220, dividing the cavity into multiple regions, thereby dividing the magnetofluid 340 within the cavity into multiple parts. Increasing the number of limiting members 360 can, in the locked state, while ensuring that the rack 220 is locked, appropriately reduce the magnetic field strength applied to the magnetofluid 340 compared to a solution with only one limiting member 360, thus saving energy; or, without changing the damping force of the magnetofluid 340, increasing the number of limiting members 360 allows each limiting member 360 to be blocked by the magnetofluid 340, increasing the blocking force between the limiting member 360 and the magnetofluid 340, thereby further ensuring that the rack 220 is locked.
[0051] refer to Figure 4 and Figure 5 In some embodiments, the magnetorheological fluid 340 is enclosed within the housing 100 and surrounds a portion of the outer peripheral wall of the gear shaft 211 of the gear 210. The self-locking assembly 300 may further include a seal 350, which surrounds the outer peripheral wall of the gear shaft 211 and is connected to the housing 100. The gear shaft 211 can rotate relative to the seal 350 in the direction of rotation of the gear shaft 211. The seal 350 and the outer peripheral wall of the gear shaft 211 define a cavity surrounding the outer peripheral wall of the gear shaft 211, and the magnetorheological fluid 340 fills the cavity. The magnetorheological fluid 340 is used to abut against the outer peripheral wall of the gear shaft 211 in the locked state, limiting the rotation of the gear shaft 211 through damping force. Alternatively, the self-locking assembly 300 may also include a limiting member 360 located within the cavity, encased in a magnetic fluid 340 and connected to the gear shaft 211. In the unlocked state, the gear shaft 211 rotates, causing the limiting member 360 to move relative to the magnetic fluid 340. In the locked state, the magnetic fluid 340 exhibits a second damping state, restricting the movement of the limiting member 360 to lock the current position of the gear shaft 211.
[0052] refer to Figure 5In some embodiments, the limiting member 360 may be provided with a blocking portion 363. The blocking portion 363 protrudes along the axial direction of the gear shaft 211 and is provided on the surface of the limiting member 360. The blocking portion 363 may be fixedly connected to the surface of the limiting member 360, or the blocking portion 363 may be formed by a protrusion of a part of the wall of the limiting member 360. The limiting member 360 may surround the outer peripheral wall of the gear shaft 211. In the unlocked state, the magnetic fluid 340 is in a fluid state. As the limiting member 360 rotates with the gear shaft 211, the magnetic fluid 340 can flow through the blocking portion 363. In the locked state, the magnetic fluid 340 is in a solid or high-viscosity state. The magnetic fluid 340 abuts against the surface of the limiting member 360 and against the blocking portion 363 to inhibit the rotation of the limiting member 360, thereby locking the gear shaft 211. Restricting the rotation of gear shaft 211 locks the current position of gear 210. Locking the rotation of gear 210 restricts the movement of rack 220 meshing with gear 210, thereby locking the current position of rack 220.
[0053] In some embodiments, the limiting member 360 connected to the gear shaft 211 can be one, two, or more. Two or more limiting members 360 are spaced apart along the axial direction of the gear shaft 211, dividing the cavity into multiple regions, thereby dividing the magnetofluid 340 inside the cavity into multiple parts. Increasing the number of limiting members 360 can, in the locked state, while ensuring that the gear shaft 211 is locked, appropriately reduce the magnetic field strength applied to the magnetofluid 340 compared to a solution with only one limiting member 360, thus saving energy; or, without changing the damping force of the magnetofluid 340, increasing the number of limiting members 360 allows each limiting member 360 to be blocked by the magnetofluid 340, increasing the blocking force between the limiting member 360 and the magnetofluid 340, thereby further ensuring that the gear shaft 211 is locked.
[0054] This application also provides a vehicle including the above-mentioned steer-by-wire system, which locks the steering assembly by changing the damping state of the magnetofluid through a self-locking component, effectively solving the problem of steering wheel sway.
[0055] In some embodiments, the steer-by-wire system may further include a controller 400, and an electromagnetic device (e.g., coil 332) may be controlled by the controller 400 to switch between on and off states. Based on a fault signal, the controller 400 controls the electromagnetic device to switch from a de-energized state to an energized state, thereby switching the self-locking component 300 from an unlocked state to a locked state. Therefore, during vehicle operation, when a fault is detected in the steering control system, the controller 400 can control the self-locking component 300 to switch to a locked state according to the fault signal, thereby locking the current position of the steering component 200 in the event of a fault, preventing the steering component 200 from continuing to move, effectively solving the problem of the steering wheel swaying back and forth due to a steering control system fault, and improving the stability and safety of the vehicle.
[0056] The self-locking component 300 locks the current position of the steering component 200. This means that when the controller 400 controls the self-locking component 300 to switch to the locked state, the position of the steering component 200 is locked in time. Locking the current position of the steering component 200 in time can restrict the movement of the steering component 200 in time when a fault is detected, thereby suppressing the swaying of the steering wheel, thus stabilizing the vehicle position in time and preventing the vehicle from swaying back and forth.
[0057] In application, the controller 400 can respond to the fault signal and lock the current position of the steering component 200, which can effectively and promptly suppress the swaying of the steering wheels caused by the loss of control of the steering component 200, and ensure vehicle stability.
[0058] The fault signal can come from the vehicle steering system acquisition module, which collects driving parameters such as vehicle speed, steering wheel angle, and steering gear angle. If the parameters deviate from the preset range, the fault signal is issued to determine that the steer-by-wire system is faulty. Alternatively, it can come from the fault signal manually input by the user to determine the steer-by-wire system is faulty.
[0059] Furthermore, in vehicles employing the steer-by-wire system according to the embodiments of this application, upon detecting a steering system malfunction, the current position of the steering component 200 is promptly locked, preventing the steering wheel sway from affecting the vehicle's braking system's ability to adjust the braking force of each wheel to decelerate and pull over, thus improving driving safety. It is understood that adjusting the braking force of each wheel through the vehicle's braking system to decelerate and pull over is easily achievable by those skilled in the art based on existing vehicle braking system functions, and is therefore prior art; its principles and control methods will not be elaborated upon here.
[0060] As an example, during vehicle operation, the self-locking component 300 is in the unlocked state. The controller 400 collects driving parameters such as vehicle speed, steering wheel angle, and steering wheel speed through the vehicle speed sensor, steering wheel angle sensor, and steering wheel angular velocity sensor. The controller 400 may have a data acquisition unit and an analysis unit. The data acquisition unit collects data from the vehicle speed sensor, steering wheel angle sensor, and steering wheel angular velocity sensor to form driving parameters including vehicle speed, steering wheel angle, and steering wheel speed. The analysis unit is used to compare the driving parameters with the corresponding preset parameter range. If the driving parameter corresponding to any data deviates from the preset parameter range, the driving condition is determined to be a steering system fault, and a fault signal is generated.
[0061] In response to a fault signal, the controller 400 controls the self-locking component 300 to switch from the unlocked state to the locked state, locking the current position of the steering component 200 and restricting the sway of the steering wheels. When the driving parameters are within the preset range, no fault signal is generated, and the locking component remains in the unlocked state, allowing the vehicle to drive and steer normally.
[0062] This application can lock the current position of the steering component 200 when a fault signal is detected, thereby effectively solving the problem of steering wheel swaying caused by the steer-by-wire system when a fault occurs, avoiding affecting subsequent braking or sidewalking operations, and improving driving safety.
[0063] The vehicles involved in this application embodiment can be private cars, such as sedans, SUVs, MPVs, or pickup trucks. Vehicles can also be commercial vehicles, such as vans, buses, small trucks, or large semi-trailers. Vehicles can be gasoline-powered or new energy vehicles. When a vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.
[0064] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application. Furthermore, unless otherwise specified, the embodiments and features described in the embodiments of this application can be combined with each other.
Claims
1. A steer-by-wire system, characterized in that, include: case; A steering assembly, disposed within the housing, is used to connect the steering wheel; A self-locking assembly includes an electromagnetic device and a magnetofluid. The magnetofluid is enclosed within the housing and surrounds a portion of the outer peripheral wall of the steering assembly. The electromagnetic device provides a varying electromagnetic field to the magnetofluid, which, under the influence of the varying electromagnetic field, changes its damping state to switch between a locked and unlocked state. In the unlocked state, the magnetofluid is in a first damped state, and the steering component is driven to move relative to the self-locking component to drive the steering wheel to turn. In the locked state, the magnetofluid is in a second damped state and provides a damping force to restrict the movement of the steering assembly, thereby locking the current position of the steering assembly.
2. The steer-by-wire system according to claim 1, characterized in that, The self-locking assembly further includes a seal surrounding the partial outer peripheral wall of the steering assembly and connected to the housing, the steering assembly being movable relative to the seal, and defining a cavity surrounding the partial outer peripheral wall of the steering assembly between the seal and the steering assembly, the magnetofluid being filled in the cavity.
3. The steer-by-wire system according to claim 2, characterized in that, The self-locking component further includes a limiting member located within the cavity, which is encased in the magnetofluid and connected to the steering component; in the unlocked state, the movement of the steering component causes the limiting member to move relative to the magnetofluid. In the locked state, the magnetofluid provides a damping force to restrict the movement of the limiter, thereby locking the current position of the steering assembly.
4. The steer-by-wire system according to claim 3, characterized in that, The steering assembly includes a meshing gear and a rack, the rack being adapted to connect to a wheel; the gear, when driven to rotate, can cause the rack to move along the extension direction of the rack, thereby steering the wheel. The seal surrounds the outer peripheral wall of the rack, defining a cavity surrounding the rack between the seal and the outer peripheral wall of the rack, and the limiting member is connected to the rack; in the locked state, the magnetofluid provides a damping force to restrict the movement of the limiting member, thereby locking the rack in its current position.
5. The steer-by-wire system according to claim 4, characterized in that, The limiting member divides the cavity into at least two regions, and the magnetic fluid is filled in the regions; there is a gap between the limiting member and the inner wall of the cavity for the magnetic fluid to pass through, and / or, the limiting member is provided with a through hole for the magnetic fluid to pass through.
6. The steer-by-wire system according to claim 3, characterized in that, The steering assembly includes a meshing gear and a rack, the rack being adapted to connect to a wheel; the gear, when driven to rotate, can cause the rack to move along the extension direction of the rack, thereby steering the wheel. The seal surrounds the outer peripheral wall of the gear shaft of the gear, and the seal and the outer peripheral wall of the gear shaft define the cavity surrounding the gear shaft, and the limiting member is connected to the gear shaft; In the locked state, the magnetofluid provides a damping force to restrict the rotation of the limiting member, thereby locking the current position of the gear.
7. The steer-by-wire system according to claim 6, characterized in that, The limiting member is provided with a blocking part, which protrudes along the axial direction of the gear shaft on the surface of the limiting member.
8. The steer-by-wire system according to claim 1, characterized in that, The electromagnetic device includes a coil disposed within the housing, the winding axis of the coil being coaxial or parallel to the winding axis of the magnetic fluid; wherein, the coil surrounds the outer periphery of the magnetic fluid, or the coil is distributed at both ends of the magnetic fluid.
9. The steer-by-wire system according to claim 8, characterized in that, The electromagnetic device also includes an electromagnet, the coils are distributed at both ends of the magnetofluid, and the electromagnet passes through the coils.
10. A vehicle, characterized in that, Includes a steering-by-wire system as described in any one of claims 1 to 9.