Steering column, steering system and vehicle

Abstract

The utility model relates to a steering tubular column, steering system and vehicle, including steering upper tubular column, steering lower tubular column, first magnetic force end, second magnetic force end and controller, the steering upper tubular column can slip on the steering lower tubular column along its axial direction, the first magnetic force end is provided on the steering upper tubular column, and the second magnetic force end is provided on the steering lower tubular column. The controller is used for setting the position of the first magnetic end relative to the second magnetic end, the sliding direction of the steering upper tubular column on the steering lower tubular column is the first direction, and electromagnetic force between the first magnetic end and the second magnetic end extends in the first direction. The direction of the electromagnetic force between the first magnetic force end and the second magnetic force end is the same as the sliding direction of the steering upper tubular column on the steering lower tubular column, the electromagnetic force between the first magnetic force end and the second magnetic force end can be effectively utilized, and the crumple control efficiency between the steering upper tubular column and the steering lower tubular column is improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field especially is a kind of steering column, steering system and vehicle. BACKGROUND

[0002] Vehicle steering system is one of the core components of vehicle control, for converting the steering command of driver into actual steering motion of vehicle. When vehicle braking or collision occurs, the impact force generated by steering system as the device directly contacting driver can cause harm to driver, affecting driving comfort and safety.

[0003] Vehicle steering system is composed of steering wheel, steering column, intermediate shaft and steering gear. In order to reduce the harm caused by impact force to driver when vehicle braking or collision occurs, the existing technology realizes axial collapse between steering upper column and steering lower column through electromagnetic device to disperse the impact force when vehicle braking or collision occurs, which plays a protective role to driver. However, the electromagnetic device of the prior art realizes axial collapse between steering upper column and steering lower column through radial attractive force, resulting in low collapse control efficiency. SUMMARY

[0004] In order to solve the above technical problems, the utility model provides a kind of steering column, steering system and vehicle, can improve collapse control efficiency.

[0005] On the one hand, the utility model provides a kind of steering column, including steering upper column, steering lower column, first magnetic force end, second magnetic force end and controller, the steering upper column is slidably arranged on the steering lower column along its axial direction, the first magnetic force end is arranged on the steering upper column, the controller is used to set the position of the first magnetic force end relative to the second magnetic force end, the sliding direction of the steering upper column on the steering lower column is first direction, and the electromagnetic force between the first magnetic force end and the second magnetic force end extends along the first direction.

[0006] In an embodiment of the utility model, along the first direction, the first magnetic force end is located above the second magnetic force end, and the electromagnetic force between the first magnetic force end and the second magnetic force end is repulsive force, or, along the first direction, the first magnetic force end is located below the second magnetic force end, and the electromagnetic force between the first magnetic force end and the second magnetic force end is attractive force.

[0007] In an embodiment of the utility model, one end of the first magnetic force end and the second magnetic force end is electromagnetic coil end, and the other end is electromagnetic coil end or magnet end, and the controller is in communication connection with electromagnetic coil end.

[0008] In one embodiment of the utility model, the first magnetic end and the second magnetic end form an electromagnetic module, and the electromagnetic module is provided with multiple groups, wherein at least one of the electromagnetic modules is a redundant electromagnetic module.

[0009] In one embodiment of the utility model, the first sliding part is arranged on the upper steering column, the first magnetic end is arranged on the first sliding part or forms the first sliding part, the first sliding part is slidably arranged on the second sliding part along the first direction, and the second magnetic end is arranged on the second sliding part.

[0010] In one embodiment of the utility model, a limiting block is slidably arranged on the second sliding part, a locking mechanism is arranged on the limiting block, and the locking mechanism cooperates with the limiting block to adjust the sliding stroke between the first magnetic end and the second magnetic end along the first direction.

[0011] In one embodiment of the utility model, a steering shaft is arranged in the upper steering column, an output shaft is arranged in the lower steering column, the output shaft is in transmission connection with the steering shaft, and the output shaft is axially slidable relative to the steering shaft.

[0012] In one embodiment of the utility model, the steering shaft is axially fixed relative to the upper steering column, the output shaft is axially fixed relative to the lower steering column, and a steering wheel is arranged on the steering shaft.

[0013] On the other hand, a steering system is provided, which comprises the above-mentioned steering column.

[0014] In still another aspect, a vehicle is provided, which comprises the above-mentioned steering system or steering column.

[0015] The above technical solution of the utility model has the following advantages compared with the prior art.

[0016] The axial sliding direction of the upper steering column of the application on the lower steering column is the first direction, the electromagnetic force direction between the first magnetic end and the second magnetic end extends along the first direction, therefore, the electromagnetic force direction between the first magnetic end and the second magnetic end is the same as the sliding direction of the upper steering column on the lower steering column, the electromagnetic force between the first magnetic end and the second magnetic end can be effectively utilized, the utilization rate of the electromagnetic force is improved, and the collapse control efficiency between the upper steering column and the lower steering column is further improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical scheme in the embodiments of the present application, the drawings needed to be used in the following embodiment description will be briefly introduced, obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained without creative labor on the basis of these drawings.

[0018] Figure 1 is a structural schematic view of the steering column of the present application;

[0019] Figure 2 is a first top view of the steering column of the present application (the electromagnetic force between the first magnetic end and the second magnetic end is repulsive force);

[0020] Figure 3 is a second top view of the steering column of the present application (the electromagnetic force between the first magnetic end and the second magnetic end is attractive force).

[0021] Description of the drawings:

[0022] 1, steering upper column; 2, steering lower column; 3, first magnetic end; 4, second magnetic end; 5, second sliding part; 6, limiting block; 7, steering shaft; 8, output shaft; 9, steering wheel; 10, intermediate adapter. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical scheme and advantages of the present application more clear, the technical scheme in the embodiments of the present application will be clearly and completely described below in combination with the drawings of the embodiments of the present application, obviously, the described embodiments are only some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

[0024] Embodiment one

[0025] Referring to Figures 1-3 The steering column of the present application comprises a steering upper column 1, a steering lower column 2, a first magnetic end 3, a second magnetic end 4 and a controller, the steering upper column 1 is slidably arranged on the steering lower column 2 along the axial direction, the first magnetic end 3 is arranged on the steering upper column 1, the controller is used for setting the position of the first magnetic end 3 relative to the second magnetic end 4, the sliding direction of the steering upper column 1 on the steering lower column 2 is a first direction, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 extends along the first direction.

[0026] The first magnetic end 3 is arranged on the steering upper column 1, the steering upper column 1 is slidably arranged on the steering lower column 2 along the axial direction of the steering upper column 1, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 extends along the sliding direction of the steering upper column 1 on the steering lower column 2, so as to improve the electromagnetic control efficiency. Specifically, the steering column of the present application comprises a steering upper column 1, a steering lower column 2 and a controller, as shown in Figure 1 The steering upper column 1 is coaxially arranged with the steering lower column 2, the steering upper column 1 is arranged in the steering lower column 2, and the steering upper column 1 is slidably arranged in the steering lower column 2 along the axial direction of the steering upper column 1. The axial direction of the steering upper column 1 is the sliding direction of the steering upper column 1 on the steering lower column 2, and the axial direction of the steering upper column 1 is defined as the first direction. Further, the first magnetic end 3 is arranged on the steering upper column 1, and the second magnetic end 4 is fixedly arranged, such as being connected to the steering column support or the instrument panel cross beam mechanism. There is an electromagnetic force between the first magnetic end 3 and the second magnetic end 4. Since the steering upper column 1 is slidably arranged on the steering lower column 2, the position of the first magnetic end 3 relative to the second magnetic end 4 can be adjusted by the electromagnetic force between the first magnetic end 3 and the second magnetic end 4, so as to make the steering upper column 1 slide on the steering lower column 2 along the first direction, thereby realizing the collapse control between the steering upper column 1 and the steering lower column 2, and dispersing the impact force transmitted to the driver by the steering column when the vehicle brakes or collides, so as to protect the driver. The controller is used to adjust the electromagnetic force between the first magnetic end 3 and the second magnetic end 4, so as to control the sliding distance of the steering upper column 1 on the steering lower column 2 along the first direction, and further adjust the collapse distance between the steering upper column 1 and the steering lower column 2. Further, the axial sliding direction of the steering upper column 1 on the steering lower column 2 is the first direction, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 extends along the first direction. Therefore, the direction of the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is the same as the sliding direction of the steering upper column 1 on the steering lower column 2, which can effectively utilize the electromagnetic force between the first magnetic end 3 and the second magnetic end 4, improve the utilization rate of the electromagnetic force, and further improve the collapse control efficiency between the steering upper column 1 and the steering lower column 2. The controller can be an electronic control unit ECU of the vehicle.

[0027] In one embodiment, along the first direction, the first magnetic end 3 is located above the second magnetic end 4, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is repulsive force, or along the first direction, the first magnetic end 3 is located below the second magnetic end 4, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is attractive force.

[0028] The electromagnetic force between the first magnetic end 3 and the second magnetic end 4 of the present application can be repulsive force or attractive force. Specifically, as shown in Figure 2 Fig. 1, along the first direction, the first magnetic end 3 is above the second magnetic end 4, the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is repulsive force, and the initial position of the first magnetic end 3 is the position farthest from the second magnetic end 4 along the first direction, i.e., the initial position of the upper steering column 1 is the highest position in the lower steering column 2; when the vehicle brakes or collides, the upper steering column 1 needs to slide downward along the first direction, at this time, the repulsive force between the first magnetic end 3 and the second magnetic end 4 can be reduced. As shown in Figure 3 Fig. 2, along the first direction, the first magnetic end 3 is below the second magnetic end 4, the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is attractive force, and the initial position of the first magnetic end 3 is the position closest to the second magnetic end 4 along the first direction, i.e., the initial position of the upper steering column 1 is the highest position in the lower steering column 2; when the vehicle brakes or collides, the upper steering column 1 needs to slide downward along the first direction, at this time, the attractive force between the first magnetic end 3 and the second magnetic end 4 can be reduced. The present application adopts the structure as shown in Figure 1 and Figure 2 , i.e., the repulsive force between the first magnetic end 3 and the second magnetic end 4.

[0029] In one embodiment, one of the first magnetic end 3 and the second magnetic end 4 is an electromagnetic coil end, and the other is an electromagnetic coil end or a magnet end, and the controller is in communication connection with the electromagnetic coil end.

[0030] In order to realize the adjustment of the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4, at least one of the first magnetic force end 3 and the second magnetic force end 4 is an electromagnetic coil end, so as to control the current of the electromagnetic coil end, and then control the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4 through the current. Specifically, in the first mode, the first magnetic force end 3 is a magnetic end (permanent magnetic end), and the second magnetic force end 4 is an electromagnetic coil end. The current of the second magnetic force end 4 is controlled by the controller to control the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4, so as to realize the adjustment of the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4. In the second mode, the first magnetic force end 3 is an electromagnetic coil end, and the second magnetic force end 4 is a magnetic end. The current of the first magnetic force end 3 is controlled by the controller to control the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4, so as to realize the adjustment of the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4. In the third mode, the first magnetic force end 3 and the second magnetic force end 4 are both electromagnetic coil ends. The currents of the first magnetic force end 3 and the second magnetic force end 4 are controlled by the controller to control the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4, so as to realize the adjustment of the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4.

[0031] In one embodiment, the first magnetic force end 3 and the second magnetic force end 4 form an electromagnetic module, and the electromagnetic module is provided in multiple groups. At least one of the electromagnetic modules is a redundant electromagnetic module.

[0032] One first magnetic force end 3 and one second magnetic force end 4 form an electromagnetic module, and the electromagnetic module can be provided in multiple groups, such as Figure 1 As shown, two electromagnetic modules are provided in the application. The two electromagnetic modules can work together, and when one of the electromagnetic modules fails, the other electromagnetic module can work as a redundant electromagnetic module. Further, for example, the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4 in the first electromagnetic module is F / 2, and the electromagnetic force between the first magnetic force end 3 and the second magnetic force end 4 in the second electromagnetic module is F / 2. When the two electromagnetic modules work together, the resultant electromagnetic force is F. If one of the electromagnetic modules fails to work, the electromagnetic force F / 2 between the first magnetic force end 3 and the second magnetic force end 4 in the other electromagnetic module (the redundant electromagnetic module) can be adjusted to F, so as to continue normal work through the redundant electromagnetic module.

[0033] In one embodiment, the application further comprises a first sliding part and a second sliding part 5. The first sliding part is arranged on the steering column 1, the first magnetic force end 3 is arranged on the first sliding part, or the first magnetic force end 3 forms the first sliding part, the first sliding part is slidably arranged on the second sliding part 5 along the first direction, and the second magnetic force end 4 is arranged on the second sliding part 5.

[0034] The present application realizes the relative sliding motion between the first magnetic end 3 and the second magnetic end 4 along the first direction through the first sliding part and the second sliding part 5. Specifically, as shown in Figure 1 The first sliding part is a sliding block, and the second sliding part 5 is a sliding rail. The sliding block is slidably arranged on the sliding rail along the first direction, that is, the first sliding part is slidably arranged on the second sliding part 5 along the first direction. The sliding block is provided with a sliding groove, and the sliding block is slidably arranged on the sliding rail through the sliding groove, and the sliding rail only has one degree of freedom of sliding along the first direction in the sliding groove. The upper steering column 1 is slidably arranged on the lower steering column 2 along the first direction, the first magnetic end 3 is slidably arranged relative to the second magnetic end 4 along the first direction, and the first magnetic end 3 needs to be synchronously moved with the upper steering column 1, the second magnetic end 4 is relatively fixed with the lower steering column 2, and therefore, the first magnetic end 3 is fixedly arranged relative to the upper steering column 1. In addition, the second magnetic end 4 can be fixedly arranged relative to the lower steering column 2, or the second magnetic end 4 can slide relative to the first magnetic end 3, as long as the collapse control between the first magnetic end 3 and the second magnetic end 4 can be realized. For example, under the condition that the current of the electromagnetic coil end is unchanged, the downward movement of the second magnetic end 4 can also realize the collapse control, and the second magnetic end 4 of the present application is fixedly arranged. Further, the upper steering column 1 is provided with an intermediate adapter 10, and the sliding block is arranged on the intermediate adapter 10 to realize the relative fixed arrangement of the sliding block relative to the upper steering column 1. The first magnetic end 3 can directly use the sliding block itself (as shown in Figure 1 and Figure 2 ), that is, the first magnetic end 3 forms the first sliding part, or the first magnetic end 3 is arranged on the sliding block (not shown in the figure). The second magnetic end 4 is arranged on the sliding rail, and the lower steering column 2 is connected to the instrument panel beam of the vehicle. The instrument panel beam is provided with a steering column support, and the sliding rail and the second magnetic end 4 are arranged on the steering column support to realize the relative fixed arrangement of the sliding rail and the second magnetic end relative to the lower steering column 2. Therefore, when the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is controlled by the controller, the sliding block can slide on the sliding rail along the first direction, and the sliding block drives the upper steering column 1 to slide on the lower steering column 2 along the first direction through the intermediate adapter 10 to realize the collapse distance control between the upper steering column 1 and the lower steering column 2. In addition, the first magnetic end 3 can be directly arranged in the interior of the upper steering column 1, and the second magnetic end 4 can be directly arranged in the interior of the lower steering column 2, without the external sliding block and sliding rail structure. The sliding of the upper steering column 1 in the lower steering column 2 replaces the relative sliding function of the external sliding block and sliding rail.

[0035] In one embodiment, a limiting block 6 is slidably provided on the second sliding part 5, and a locking mechanism is provided on the limiting block 6. The locking mechanism cooperates with the limiting block 6 to adjust the sliding stroke between the first magnetic end 3 and the second magnetic end 4 along the first direction.

[0036] This application adjusts the relative sliding stroke between the first magnetic end 3 and the second magnetic end 4 using a limiting block 6 and a locking mechanism (not shown in the figure). Specifically, a limiting block 6 is provided on the second sliding part 5 (slide rail), such as... Figure 2 As shown, along the first direction, the second magnetic end 4, the first magnetic end 3, and the limiting block 6 are sequentially arranged. The second magnetic end 4 is mounted on the slide rail, and the slider itself, acting as the first magnetic end 3, is connected to the intermediate adapter 10. The initial position of the limiting block 6 is at the end of the slide rail furthest from the second magnetic end 4. At this point, the slider's sliding stroke on the slide rail is at its maximum. When the limiting block 6 slides towards the second magnetic end 4 on the slide rail and is locked onto the slide rail by the locking mechanism, the slider's sliding stroke on the slide rail decreases. Therefore, the sliding stroke of the slider on the slide rail can be adjusted by the cooperation of the limiting block 6 and the locking mechanism, which means the sliding stroke between the first magnetic end 3 and the second magnetic end 4 along the first direction can be adjusted. Specifically, adjustments are made according to the actual situation.

[0037] In one embodiment, a steering shaft 7 is inserted inside the upper steering column 1, and an output shaft 8 is inserted inside the lower steering column 2. The output shaft 8 is connected to the steering shaft 7 in a driving manner, and the output shaft 8 is axially slidable relative to the steering shaft 7.

[0038] The steering column must enable both the rotational movement of the driveshaft around its axis and the axial sliding movement of the upper steering column 1 relative to the lower steering column 2. Specifically, the driveshaft includes a steering shaft 7 and an output shaft 8. The steering shaft 7 receives the rotational motion transmitted by the driver through the steering wheel 9, and the output shaft 8 outputs the rotational motion of the steering shaft 8 to achieve steering via the steering gear. Further, as... Figure 2 As shown, the steering shaft 7 passes through the upper steering column 1 and is coaxial with the upper steering column 1; the output shaft 8 passes through the lower steering column 2 and is coaxial with the lower steering column 2. The steering shaft 7 and the output shaft 8 are connected in a transmission configuration so as to transmit the rotational motion of the steering wheel 9 to the output shaft 8.

[0039] In one embodiment, the steering shaft 7 is axially fixed relative to the upper steering column 1, the output shaft 8 is axially fixed relative to the lower steering column 2, and a steering wheel 9 is provided on the steering shaft 7.

[0040] The steering shaft 7 is axially fixed relative to the steering upper column 1, that is, the steering shaft 7 only has a rotation movement around its axis on the steering upper column 1; the steering upper column 1 only has an axial sliding movement on the steering lower column 2; the steering shaft 7 and the output shaft 8 both have a rotation movement around their axes, and the steering shaft 7 also has an axial sliding movement on the output shaft 8; the output shaft 8 is axially fixed relative to the steering lower column 2, that is, the output shaft 8 only has a rotation movement around its axis on the steering lower column 2; so as to realize the transmission of the rotation movement of the transmission shaft, and realize the axial sliding movement of the steering upper column 1 relative to the steering lower column 2, on the premise of ensuring the transmission of the rotation movement, the collapse control between the steering upper column 1 and the steering lower column 2 can be realized, and then the impact force on the driver from the steering column when the vehicle brakes or collides can be dispersed, thereby protecting the driver.

[0041] In one of the embodiments, a sensor is further included, which is in communication connection with the controller, and is used to collect data related to the electromagnetic force between the first magnetic end 3 and the second magnetic end 4.

[0042] The sensor includes a pressure sensor, a speed sensor, an acceleration sensor, a weight sensor, and an angle sensor. The pressure sensor is arranged on the limiting block 6 and is used to detect the pressure between the limiting block 6 and the first sliding part. The speed sensor is used to detect the sliding speed of the sliding block (equivalent to the sliding speed of the first magnetic end 3) and the driving speed of the vehicle. The weight sensor is used to detect the weight of the driver. The angle sensor is used to detect the angle of the seat. After the controller collects the data of the sensor, the sensor data is calculated and the impact force of the driver on the steering wheel 9 is predicted, so as to adjust the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 according to the impact force, realize the collapse control when the vehicle brakes or collides, and then disperse the impact force on the driver from the steering column when the vehicle brakes or collides, thereby protecting the driver.

[0043] For example, the repulsive force between the first magnetic end and the second magnetic end is shown in FIG. 8, and the specific working process is as follows: Figure 2

[0044] S1: Obtain the real-time data collected by the sensor, and predict the impact force of the driver on the steering wheel according to the real-time data.

[0045] ​The controller acquires real-time data collected by the sensors, the real-time data including vehicle running speed V1 collected by the speed sensor, vehicle deceleration a1 collected by the acceleration sensor, weight G of the driver on the seat collected by the weight sensor, and seat angle β1 collected by the angle sensor. After acquiring the above real-time data, the controller predicts the impact force T1 of the driver on the steering wheel according to the real-time data, wherein T1 = f(V1, a1, G1, β1), and the specific simulation calculation formula is designed according to actual requirements, or a prediction algorithm is used for prediction.

[0046] S2, acquiring a preset braking safety impact force, and comparing the impact force of the driver on the steering wheel with the preset braking safety impact force.

[0047] The impact force T1 of the driver on the steering wheel is compared with the preset braking safety impact force Tz, that is, it is judged whether the impact force T1 of the driver on the steering wheel is less than the preset braking safety impact force Tz, wherein the braking safety impact force Tz can be determined according to test values or experience values, and the braking safety impact force Tz is stored in the controller or the corresponding memory. If the impact force T1 of the driver on the steering wheel is less than the preset braking safety impact force Tz, step S3 is performed: the controller controls the current of the electromagnetic coil end of the corresponding electromagnetic module to remain unchanged; if the impact force T1 of the driver on the steering wheel is greater than or equal to the preset braking safety impact force Tz, step S4 is performed: the corresponding electromagnetic coil end current change curve is determined according to the real-time data of the sensor, and the collapse distance between the first magnetic force end and the second magnetic force end is adjusted according to the electromagnetic coil end current change curve.

[0048] S3: The controller controls the current of the electromagnetic coil end of the corresponding electromagnetic module to remain unchanged.

[0049] If the impact force T1 of the driver on the steering wheel is less than the preset braking safety impact force Tz, it indicates that the vehicle is not in a braking state and the vehicle has not collided, so the controller controls the current I of the electromagnetic coil end of the corresponding electromagnetic module to remain unchanged, that is, the electromagnetic repulsion force between the first magnetic force end and the second magnetic force end in each electromagnetic module remains unchanged F / 2 (the resultant force of the first magnetic force end 3 and the second magnetic force end 4 in the two electromagnetic modules remains unchanged F), the first magnetic force end and the second magnetic force end are relatively stationary and do not slide, and no operation is performed;

[0050] S4: The corresponding electromagnetic coil end current change curve is determined according to the real-time data of the sensor, and the collapse distance between the first magnetic force end and the second magnetic force end is adjusted according to the electromagnetic coil end current change curve.

[0051] If the impact force T1 acted on the steering wheel by the driver is greater than or equal to the preset braking safety impact force Tz, it indicates that the vehicle is in a braking state or a vehicle collision occurs, the controller predicts the electromagnetic coil end current change curve according to the real-time data of the sensor, and controls the current size of the electromagnetic coil end according to the electromagnetic coil end current change curve, so as to adjust the electromagnetic force between the first magnetic force end and the second magnetic force end, so that the relative sliding between the first magnetic force end and the second magnetic force end is generated, and then the steering upper column realizes the collapse control on the steering lower column, so as to disperse the impact force on the driver's body from the steering column when the vehicle brakes or the vehicle collides. Wherein, the repulsion force between the first magnetic force end and the second magnetic force end gradually decreases.

[0052] S5, obtaining the real-time speed of the first magnetic force end, and judging whether the real-time speed of the first magnetic force end is zero.

[0053] The controller obtains the real-time speed of the first magnetic force end, and judges whether the real-time speed of the first magnetic force end is zero. If the real-time speed of the first magnetic force end is not zero, it indicates that the collapse control is not completed, and the controller needs to continue to control the current of the corresponding electromagnetic coil end according to the electromagnetic coil end current change curve; if the real-time speed of the first magnetic force end is zero, it indicates that the collapse control is completed, and step S6 is executed: controlling the first magnetic force end to return to the initial position;

[0054] S6: controlling the first magnetic force end to return to the initial position.

[0055] The first magnetic force end is controlled to return to the initial position, that is, the first magnetic force end is controlled to slide away from the second magnetic force end in the first direction. In this process, the controller controls the current of the corresponding electromagnetic coil end to be I2(I2 is generally selected to be less than the current I when the vehicle is not in a braking state and no collision occurs). At this time, the first magnetic force end slides away from the second magnetic force end in the first direction. In this process, the controller obtains the real-time pressure (pressure resultant force) collected by the pressure sensor, and judges whether the real-time pressure is equal to the electromagnetic repulsion force F of the first magnetic force end in the initial position. If the real-time pressure is equal to the electromagnetic repulsion force F of the first magnetic force end in the initial position, the collapse control between the steering upper column and the steering lower column is completed, and the first magnetic force end returns to the initial position. If the real-time pressure is not equal to the electromagnetic repulsion force F of the first magnetic force end in the initial position, the controller continues to control the current of the corresponding electromagnetic coil end according to the electromagnetic coil end current change curve until the real-time pressure is equal to the electromagnetic repulsion force F in the initial position.

[0056] For the collapse control involved in the present application, including the collapse control when the vehicle brakes and the collapse control when the vehicle collides, therefore, the above flow control of the present application can be used for both the collapse control when the vehicle brakes and the collapse control when the vehicle collides. For the collapse control when the vehicle collides, there is a possibility that the driver is seriously injured, in order to reduce the secondary injury of the steering wheel to the driver, when the steering upper column collapses and slides to the lowest end on the steering lower column, the controller does not control the first magnetic end to restore to the initial position according to the current I2, so as to avoid the occurrence of the secondary injury of the steering wheel sliding towards the driver to the driver when the first magnetic end restores to the initial position, therefore, for the initial position restoration of the first magnetic end when the vehicle collides, the initial position restoration instruction needs to be manually triggered by a button, a touch screen or the like after the driver safely leaves the driver's cabin, and then the controller controls the first magnetic end to restore to the initial position after receiving the initial position restoration instruction. In addition, the collapse control when the vehicle brakes and the collapse control when the vehicle collides are slightly different, specifically, the change trend of the electromagnetic coil end current change curve corresponding to the collapse control when the vehicle brakes is different from the change trend of the electromagnetic coil end current change curve corresponding to the collapse control when the vehicle collides. Further, for the collapse control when the vehicle brakes, the collapse process when the collapse control is performed according to the electromagnetic coil end current change curve corresponding to the vehicle braking has a rebound process, which is similar to the relative sliding of the bicycle damping mechanism, that is, the collapse of the vehicle of the present application when the vehicle brakes includes both the downward movement process of the steering upper column relative to the steering lower column and the upward movement process of the steering upper column relative to the steering lower column, or the two movement processes are alternately executed; for the collapse control when the vehicle collides, the collapse process when the collapse control is performed according to the electromagnetic coil end current change curve corresponding to the vehicle collision does not have a rebound process, that is, the collapse of the vehicle of the present application when the vehicle collides is only the downward movement process of the steering upper column relative to the steering lower column.

[0057] Embodiment two

[0058] A steering system, comprising the above-mentioned steering column, the steering column comprising a steering upper column 1, a steering lower column 2, a first magnetic end 3, a second magnetic end 4 and a controller, the steering upper column 1 is slidably arranged on the steering lower column 2 along the axial direction thereof, the first magnetic end 3 is arranged on the steering upper column 1, and the controller is used to adjust the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 to control the axial sliding amount of the steering upper column 1 relative to the steering lower column 2, the sliding direction of the steering upper column 1 on the steering lower column 2 is a first direction, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is along the first direction.

[0059] The axial sliding direction of the upper steering column 1 on the lower steering column 2 is the first direction, the electromagnetic force direction between the first magnetic end 3 and the second magnetic end 4 extends along the first direction, therefore, the electromagnetic force direction between the first magnetic end 3 and the second magnetic end 4 is the same as the sliding direction of the upper steering column 1 on the lower steering column 2, the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 can be effectively utilized, the utilization rate of the electromagnetic force is improved, and the collapse control efficiency between the upper steering column 1 and the lower steering column 2 is improved, and the steering control efficiency of the steering system is further improved.

[0060] Embodiment three

[0061] A vehicle comprising the above-mentioned steering column or steering system.

[0062] Specifically, the vehicle comprises a steering system, the steering system comprises a steering column, the steering column comprises an upper steering column 1, a lower steering column 2, a first magnetic end 3, a second magnetic end 4 and a controller, the upper steering column 1 is slidably arranged on the lower steering column 2 along the axial direction, the first magnetic end 3 is arranged on the upper steering column 1, and the controller is used for adjusting the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 to control the axial sliding amount of the upper steering column 1 relative to the lower steering column 2, the sliding direction of the upper steering column 1 on the lower steering column 2 is the first direction, and the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 is along the first direction.

[0063] The axial sliding direction of the upper steering column 1 on the lower steering column 2 is the first direction, the electromagnetic force direction between the first magnetic end 3 and the second magnetic end 4 extends along the first direction, therefore, the electromagnetic force direction between the first magnetic end 3 and the second magnetic end 4 is the same as the sliding direction of the upper steering column 1 on the lower steering column 2, the electromagnetic force between the first magnetic end 3 and the second magnetic end 4 can be effectively utilized, the utilization rate of the electromagnetic force is improved, and the collapse control efficiency between the upper steering column 1 and the lower steering column 2 is improved, and the steering control efficiency of the steering system is further improved, so as to improve the steering control efficiency of the vehicle.

[0064] It should be noted that the above is only a preferred embodiment of the present application and the technical principles applied. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and those skilled in the art can make various obvious changes, readjustments and substitutions without departing from the scope of the present application. Therefore, although the present application has been described in more detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and the scope of the present application is determined by the scope of the appended claims.

Claims

1. A steering column, characterized in that: The system includes an upper steering column (1), a lower steering column (2), a first magnetic end (3), a second magnetic end (4), and a controller. The upper steering column (1) is slidably mounted on the lower steering column (2) along its axial direction. The first magnetic end (3) is mounted on the upper steering column (1). The controller is used to set the position of the first magnetic end (3) relative to the second magnetic end (4). The sliding direction of the upper steering column (1) on the lower steering column (2) is a first direction. The electromagnetic force between the first magnetic end (3) and the second magnetic end (4) extends along the first direction.

2. The steering column according to claim 1, characterized in that: Along the first direction, the first magnetic end (3) is located above the second magnetic end (4), and the electromagnetic force between the first magnetic end (3) and the second magnetic end (4) is a repulsive force; or, along the first direction, the first magnetic end (3) is located below the second magnetic end (4), and the electromagnetic force between the first magnetic end (3) and the second magnetic end (4) is an attractive force.

3. The steering column according to claim 1, characterized in that: One end of the first magnetic end (3) and the second magnetic end (4) is an electromagnetic coil end, and the other end is an electromagnetic coil end or a magnet end. The controller is communicatively connected to the electromagnetic coil end.

4. The steering column according to claim 1, characterized in that: The first magnetic end (3) and the second magnetic end (4) form an electromagnetic module. Multiple sets of electromagnetic modules are provided, and at least one set of electromagnetic modules is a redundant electromagnetic module.

5. The steering column according to claim 1, characterized in that: It also includes a first sliding part and a second sliding part (5), the first sliding part is disposed on the steering upper column (1), the first magnetic end (3) is disposed on the first sliding part, or the first magnetic end (3) forms the first sliding part, the first sliding part is slidably disposed on the second sliding part (5) along the first direction, and the second magnetic end (4) is disposed on the second sliding part (5).

6. The steering column according to claim 5, characterized in that: A limiting block (6) is slidably provided on the second sliding part (5). A locking mechanism is provided on the limiting block (6). The locking mechanism cooperates with the limiting block (6) to adjust the sliding stroke between the first magnetic end (3) and the second magnetic end (4) along the first direction.

7. The steering column according to claim 1, characterized in that: The steering upper column (1) is provided with a steering shaft (7), and the steering lower column (2) is provided with an output shaft (8). The output shaft (8) is connected to the steering shaft (7) in a transmission manner, and the output shaft (8) is axially slidable relative to the steering shaft (7).

8. The steering column according to claim 7, characterized in that: The steering shaft (7) is axially fixed relative to the upper steering column (1), the output shaft (8) is axially fixed relative to the lower steering column (2), and a steering wheel (9) is provided on the steering shaft (7).

9. A steering system, characterized in that: Including the steering column as described in any one of claims 1-8.

10. A vehicle, characterized in that: It includes the steering column as described in any one of claims 1-8 or the steering system as described in claim 9.

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