Intermediate shaft for research, development and test of steer-by-wire system

Abstract

The utility model relates to the technical field of steer-by-wire testing, in particular to an intermediate shaft for research, development and testing of a steer-by-wire system. Comprising a first shaft body and a second shaft body, one end of the first shaft body is provided with a connecting piece, the other end of the first shaft body is connected with a telescopic shaft, and the end, away from the first shaft body, of the telescopic shaft is connected with a quick-release head; one end of the second shaft body is provided with a connecting piece, and the other end is connected with a quick release seat; the quick release head and the quick release seat are mutually clamped and connected so as to lock the normal relative rotation of the first shaft body and the second shaft body; and the emergency connecting assembly is mounted on the second shaft body, divides the second shaft body into an upper section and a lower section, and is used for disconnecting and connecting the upper section and the lower section of the second shaft body. The utility model provides an intermediate shaft for research, development and test of a steer-by-wire system, and aims to solve the problem that the reliability of the intermediate shaft is poor when the steer-by-wire system fails under SBW test in the prior art.

Description

Technical Field

[0001] This application relates to the field of steer-by-wire testing technology, and in particular to an intermediate shaft for the research and testing of a steer-by-wire system. Background Technology

[0002] During the research and testing phase of the steer-by-wire (SBW) system, the intermediate shaft, as a transitional component connecting the steering wheel and the steering actuator, undertakes key tasks such as signal calibration, redundancy verification, and dynamic load simulation. In existing SBW tests, the mechanical intermediate shaft is retained, and its engagement can be controlled by the clutch to verify the mechanical backup capability in case of electronic control failure. The intermediate shaft can also serve as a mechanical reference to compare the steering angle and torque response accuracy of the steer-by-wire system and assist in sensor calibration.

[0003] Because SBW testing requires frequent disassembly and assembly to adapt to different working conditions and vehicle models, existing technologies use quick-release structures such as hydraulic expansion sleeves for the intermediate shaft to adapt to different testing needs. However, different vehicle models and different testing scenarios can easily lead to different situations. For example, in high-speed testing scenarios, if the steer-by-wire system fails, the lack of an intermediate shaft can easily cause an accident due to the inability to steer. On the other hand, installing an intermediate shaft can prevent the steer-by-wire system from accurately testing its reliability in high-speed scenarios.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this application and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Utility Model Content

[0005] The purpose of this application is to provide an intermediate shaft for the research and testing of a steer-by-wire system, in order to solve the problem of poor reliability of the intermediate shaft under SBW testing in the prior art when the steer-by-wire system fails.

[0006] To achieve the above objectives / to solve the above technical problems, this application adopts the following technical solution:

[0007] This application provides an intermediate shaft for the research and testing of a steer-by-wire system, comprising a first shaft and a second shaft for transmission connection. One end of the first shaft is provided with a connector, and the other end is connected to a telescopic shaft. A quick-release head is connected to the end of the telescopic shaft furthest from the first shaft. One end of the second shaft is provided with a connector, and the other end is connected to a quick-release seat. The quick-release head and the quick-release seat are engaged with each other to lock the normal relative rotation of the first shaft and the second shaft. An emergency connection assembly is installed on the second shaft, dividing the second shaft into upper and lower sections for disconnecting and connecting the upper and lower sections of the second shaft.

[0008] On the one hand, the intermediate shaft provided in this application opens and closes with the quick-release head and the quick-release seat, thereby realizing the quick connection and disassembly of the first shaft and the second shaft, which makes the replacement of the intermediate shaft more efficient in frequent wired control testing scenarios, and improves the reliability of installation.

[0009] On the other hand, the emergency connection component allows for the installation of an intermediate shaft for testing even in high-speed testing environments by switching between connected and disconnected states. When testing the steer-by-wire system, the intermediate shaft does not interfere with the testing operation because the emergency connection component is initially disconnected. However, if testing involving the intermediate shaft is required or the steer-by-wire system fails unexpectedly, the emergency connection component can connect the intermediate shaft by switching states, thereby ensuring the timely participation of the intermediate shaft in steering transmission control and improving the safety and reliability of the testing process.

[0010] Furthermore, the quick-release head has at least two engaging protrusions arranged in a circumferential array at the end furthest from the telescopic shaft. The quick-release seat has a cavity inside for the quick-release head to be inserted into, and the inner wall of the cavity has engaging grooves that engage with the engaging protrusions. The engaging protrusions engage in the engaging grooves, and the at least two engaging protrusions enhance the stability of the engagement, thereby limiting the relative rotation of the first shaft and the second shaft.

[0011] Furthermore, the engaging protrusion is an elastic element. The popping and pressing of the engaging protrusion enables a smoother and more efficient engaging operation.

[0012] Furthermore, the emergency connection assembly includes a pressure cap fixed to the upper section of the second shaft, a connecting shell fixed to the lower section of the second shaft, a sliding locking ring, and a connecting lock cylinder. The sliding locking ring is slidably mounted on the connecting shell. The connecting shell has a cavity inside, and the connecting lock cylinder is installed in the cavity. The sliding locking ring and the connecting lock cylinder are interlocked to connect the upper and lower sections of the second shaft.

[0013] Furthermore, the axial circumferential array of the connecting housing has multiple slots, and the inner side of the sliding locking ring is slidably mounted on the connecting housing by embedding into the slots.

[0014] Furthermore, a limiting hole is provided radially on the connecting shell, and a through hole is provided on the sliding locking ring at a position corresponding to the limiting hole. A telescopic pin is slidably installed in the through hole, and the telescopic pin slides through the through hole and is inserted into the limiting hole.

[0015] Furthermore, the sliding locking ring is connected to the pressure cap via a compression spring.

[0016] Furthermore, the inner side of the sliding lock ring is also connected to a locking tooth, which is annular and engages with the locking tooth on the outer side of the connecting lock cylinder.

[0017] Furthermore, the second shaft is also provided with a telescopic shaft identical to that of the first shaft.

[0018] Compared with the prior art, the beneficial effects achieved by this application are as follows:

[0019] 1. Based on the quick-release head and quick-release seat with quick-release structure, this application also provides an emergency connection component that can quickly connect the intermediate shaft body. The pressure cap is connected to the sliding locking ring through the compression spring, and then the telescopic pin passes through the through hole and is inserted into the limiting hole to lock the pressure cap, thereby realizing the disconnection of the second shaft body. While ensuring the reliability of the test, the pressure cap can also slide along the connecting shell under the elastic force of the compression spring by pulling out the telescopic pin. Then the sliding locking ring and the connecting lock core are engaged and locked, thereby realizing the emergency connection of the intermediate shaft body, improving safety, reliability and test integrity.

[0020] 2. This application also improves the accuracy of sliding lock ring installation by opening multiple slots in the connecting shell, so that the sliding lock ring can be slidably installed in the slots and prevents the sliding lock ring from shifting or getting stuck during sliding.

[0021] 3. By also setting a retractable shaft structure on the second shaft, the applicability of the intermediate shaft is improved, and it is more adaptable to different vehicle models. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the overall structure of the first shaft and the second shaft according to a preferred embodiment of this application;

[0024] Figure 2 This is an exploded view of the overall structure of a preferred embodiment of this application;

[0025] Figure 3 This is a partially enlarged schematic diagram of the quick-release head and quick-release seat in a preferred embodiment of this application;

[0026] Figure 4 This is a schematic diagram of the structure of the emergency connection component according to a preferred embodiment of this application;

[0027] Figure 5 This is a schematic diagram of the engagement structure between the connecting lock cylinder and the inner side of the sliding lock ring according to a preferred embodiment of this application;

[0028] Figure 6 This is a schematic diagram showing the positional relationship of the telescopic shafts in a preferred embodiment of this application.

[0029] Explanation of reference numerals in the attached figures:

[0030] 1. First shaft; 2. Second shaft; 3. Telescopic shaft; 4. Quick release head; 41. Engaging protrusion; 5. Quick release seat; 51. Engaging groove; 6. Emergency connection assembly; 61. Pressure cover; 62. Connecting housing; 621. Slot; 622. Limiting hole; 63. Sliding lock ring; 631. Through hole; 632. Locking tooth; 7. Connecting lock cylinder; 71. Locking tooth; 8. Connecting piece; 9. Compression spring. Detailed Implementation

[0031] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use.

[0032] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only used to explain the relative positional relationship and movement between components in a specific orientation. If the specific orientation changes, the directional indication will also change accordingly. These terms are used only for the convenience of describing this application and for simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0033] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0034] This embodiment provides an intermediate shaft for the research and testing of a steer-by-wire system, including a first shaft 1 and a second shaft 2 for transmission connection. One end of the first shaft 1 is provided with a connector 8, and the other end is connected to a telescopic shaft 3. The end of the telescopic shaft 3 away from the first shaft 1 is connected to a quick-release head 4. One end of the second shaft 2 is provided with a connector 8, and the other end is connected to a quick-release seat 5. The quick-release head 4 and the quick-release seat 5 are engaged with each other.

[0035] An emergency connection assembly 6 is also installed on the second shaft 2. The emergency connection assembly 6 divides the second shaft 2 into upper and lower sections, which are used to disconnect and connect the upper and lower sections of the second shaft 2.

[0036] The emergency connection assembly 6 includes a pressure cap 61 fixed to the upper section of the second shaft 2, a connecting housing 62 fixed to the lower section of the second shaft 2, a sliding locking ring 63, and a connecting lock cylinder 7. The sliding locking ring 63 is slidably mounted on the connecting housing 62. The connecting housing 62 has a cavity inside and the connecting lock cylinder 7 is installed in the cavity. The sliding locking ring 63 and the connecting lock cylinder 7 are interlocked to connect the upper and lower sections of the second shaft 2.

[0037] Specifically, such as Figures 1-6 As shown, an intermediate shaft for the research and testing of a steer-by-wire system includes a first shaft 1 and a second shaft 2 for transmission connection. In this embodiment, the first shaft 1 and the second shaft 2 divide the intermediate shaft into two parts. The connecting ends of the first shaft 1 and the second shaft 2 are respectively equipped with quick-release heads 4 and quick-release seats 5 for quick-release and quick-release assembly of the two shafts. Simultaneously, an emergency connection assembly 6 is also installed on the second shaft 2. The emergency connection assembly 6 divides the second shaft 2 into upper and lower sections, and the upper and lower sections of the second shaft 2 can be disconnected and connected via a connecting lock cylinder 7 and a sliding lock ring 63.

[0038] Among them, such as Figure 3 As shown, the front end of the quick-release head 4 is provided with six engaging protrusions 41. Correspondingly, the quick-release seat 5 has a corresponding number of engaging slots 51 in its cavity for nesting the quick-release head 4. By inserting the quick-release head 4 into the cavity of the quick-release seat 5, the engaging protrusions 41 slide into and embed into the engaging slots 51, thereby realizing the quick connection between the quick-release head 4 and the quick-release seat 5.

[0039] When the quick-release head 4 enters the quick-release seat 5, the friction between the inner walls will cause the engaging protrusion 41 to wear. In order to reduce wear, in this embodiment, the exposed part of the engaging protrusion 41 is specifically set to be spherical. At the same time, the engaging protrusion 41 is an elastic element with a certain elasticity. When it is squeezed by the inner wall of the cavity of the quick-release seat 5, the spherical surface of the engaging protrusion 41 will retract and slide smoothly on the inner wall of the cavity until it slides into the engaging groove 51 that matches the engaging protrusion 41. The engaging protrusion 41 pops out, thereby realizing the smooth engagement of the first shaft 1 and the second shaft 2, and extending the service life of the quick-release head 4 and the quick-release seat 5.

[0040] It should be noted that in this embodiment, when it is necessary to quickly disassemble the intermediate shaft, it is only necessary to apply a relatively separating pulling force to the first shaft 1 and the second shaft 2. After being squeezed by the side wall of the engaging groove 51, the engaging protrusion 41 will deform and retract, and then the quick release head 4 will smoothly slide out of the quick release seat 5, thereby realizing the disassembly of the middle section of the intermediate shaft.

[0041] Based on the above, among which, such as Figure 2 and Figure 4 As shown, the emergency connection assembly 6 includes a pressure cap 61 fixed to the upper section of the second shaft 2, a connecting housing 62 fixed to the lower section of the second shaft 2, a sliding locking ring 63, and a connecting lock cylinder 7. The sliding locking ring 63 engages and disengages with the connecting lock cylinder 7 by sliding on the connecting housing 62. When the sliding locking ring 63 slides down, its inner side engages with the connecting lock cylinder 7, connecting the upper and lower sections of the second shaft 2, and the intermediate shaft obtains a complete power transmission path for rotation; conversely, when the sliding locking ring 63 slides up, it disconnects the second shaft 2, and the vehicle is tested using steer-by-wire.

[0042] In this embodiment, the connecting housing 62 has nine slots 621 arranged in an axial circumferential array, and the inner side of the sliding locking ring 63 is also provided with a corresponding number of ribs. By inserting the ribs on the inner side of the sliding locking ring 63 into the slots 621, the sliding locking ring 63 is prevented from undergoing a large rotational offset when sliding on the connecting housing 62. This facilitates installation and enhances the sliding stability of the sliding locking ring 63.

[0043] To further enhance the accuracy of dynamic positioning during the sliding process of the sliding lock ring 63, a limiting hole 622 is provided radially on the connecting housing 62. At the same time, a through hole 631 is provided on the sliding lock ring 63 at a position corresponding to the limiting hole 622. By aligning the through hole 631 and the limiting hole 622 and inserting a telescopic pin, the sliding lock ring 63 is positioned and locked. At this time, the interior of the sliding lock ring 63 is separated from the connecting lock core 7, the second shaft 2 is in a disconnected state, and the intermediate shaft installed in the steering system will not interfere with the steering-by-wire system, thereby improving the accuracy and efficiency of the test.

[0044] In this embodiment, as Figure 4As shown, the sliding locking ring 63 is connected to the pressure cover 61 via a compression spring 9. When the sliding locking ring 63 slides up and approaches the end face of the pressure cover 61, the compression spring 9 between the two is compressed. When the through hole 631 on the sliding locking ring 63 is aligned with the limiting hole 622 on the connecting housing 62, a telescopic pin is inserted to lock the position of the sliding locking ring 63. As the compression spring 9 is compressed and contracted, once the pin is pulled out, the sliding locking ring 63 slides down under the elastic force of the compression spring 9 and contacts the connecting lock core 7 to lock the second shaft 2.

[0045] like Figure 5 As shown, the inner side of the sliding lock ring 63 is also connected to a locking tooth 632. The locking tooth 632 is ring-shaped and engages with the locking tooth 71 on the outer side of the connecting lock cylinder 7. The engagement of the locking tooth 632 and the locking tooth 71 realizes the connection between the upper and lower sections of the second shaft 2.

[0046] It is worth noting that the insertion and removal of the telescopic pin are specifically done manually. In addition, those skilled in the art can also use a traction rope or traction rod. By connecting the traction structure to a pedal or push rod, the telescopic pin can be controlled by pushing or pulling the push rod or stepping on the pedal. At the same time, an electrically or pneumatically controlled telescopic shaft 3 can also be used to complete the insertion and removal of the telescopic pin.

[0047] In addition, the other end of the first shaft 1 and the second shaft 2, which are connected in principle, is equipped with a connector 8 for connecting to the vehicle steering system. For example... Figure 2 As shown, the connector 8 is U-shaped and has screw holes, which are connected to the steering system by bolts and screws.

[0048] like Figure 1 and Figure 2 As shown, the first shaft 1 is also provided with a telescopic shaft 3 for adjusting the shaft length. The telescopic shaft 3 can slide and extend within the first shaft 1 to adapt to the installation of intermediate shafts of different vehicle models. The specific sliding lock of the telescopic shaft 3 is something that those skilled in the art can conceive of and implement. The telescopic stroke of the telescopic shaft 3 can be adjusted and locked by pneumatic control or hydraulic control. This embodiment will not be described in detail.

[0049] like Figure 6 As shown, in this embodiment, a telescopic shaft 3 is also provided on the second shaft 2. By adjusting the two shafts synchronously or alternately, the applicability of the intermediate shaft length is further improved. At the same time, the telescopic shaft 3 on the second shaft 2 can also assist in the length adjustment of the telescopic shaft 3 on the first shaft 1, reduce the adjustment stroke of the telescopic shaft 3 on the first shaft 1, share the pressure on it, and improve the reliability and stability of the shaft length adjustment of the intermediate shaft.

[0050] Working principle: During the drive-by-wire test, push the sliding lock ring 63 upward to separate it from the connecting lock cylinder 7 until the limiting hole 622 and the through hole 631 coincide. At this time, insert the telescopic pin to position and lock the sliding lock ring 63. At this time, the compression spring 9 is in a compressed state. In addition, the first shaft 1 and the second shaft 2 are connected by the quick-release head 4 and the quick-release seat 5. Adjust the telescopic shaft 3 on the shaft to ensure that the length of the intermediate shaft is suitable for the test vehicle and test items. Then, install the intermediate shaft in the vehicle steering system through the connectors 8 at the upper and lower ends. When disassembly is required after the test, first pull the first shaft 1 and the second shaft 2 to extend the length of the telescopic shaft 3 again, then pull out the quick-release head 4, and then remove the connectors 8 on the shaft separately to achieve quick disassembly of the intermediate shaft.

[0051] In the event of a malfunction in the steering system, the telescopic pin can be quickly pulled out. The sliding locking ring 63, under the force of the compression spring 9, pops out and slides downwards to engage with the connecting lock cylinder 7 for locking. This enables a rapid power connection to the intermediate shaft in emergency situations, ensuring the operational reliability of the mechanical structure.

[0052] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. An intermediate shaft for the research and testing of a steer-by-wire system, characterized in that, include The transmission connection consists of a first shaft (1) and a second shaft (2). One end of the first shaft (1) is provided with a connector (8), and the other end is connected to a telescopic shaft (3). The end of the telescopic shaft (3) away from the first shaft (1) is connected to a quick-release head (4). One end of the second shaft (2) is provided with a connector (8), and the other end is connected to a quick-release seat (5). The quick-release head (4) and the quick-release seat (5) are engaged with each other. An emergency connection assembly (6) is installed on the second shaft (2), which divides the second shaft (2) into upper and lower sections for disconnecting and connecting the upper and lower sections of the second shaft (2); The emergency connection assembly (6) includes a pressure cap (61) fixed to the upper section of the second shaft (2), a connecting shell (62) fixed to the lower section of the second shaft (2), a sliding lock ring (63) and a connecting lock cylinder (7). The sliding lock ring (63) is slidably installed on the connecting shell (62). The connecting shell (62) has a cavity inside and the connecting lock cylinder (7) is installed in the cavity. The sliding lock ring (63) and the connecting lock cylinder (7) are fitted together to connect the upper and lower sections of the second shaft (2).

2. The intermediate shaft for the research and testing of the steer-by-wire system according to claim 1, characterized in that, The quick-release head (4) has at least two engaging protrusions (41) arranged in a circular array at one end away from the telescopic shaft (3). The quick-release seat (5) has a cavity inside for the quick-release head (4) to be embedded in, and the inner wall of the cavity has an engaging groove (51) that engages with the engaging protrusions (41).

3. The intermediate shaft for the research and testing of the steer-by-wire system according to claim 2, characterized in that, The engaging protrusion (41) is an elastic element.

4. The intermediate shaft for the research and testing of the steer-by-wire system according to claim 1, characterized in that, The connecting housing (62) has a plurality of slots (621) arranged in an axial circumferential array, and the inner side of the sliding locking ring (63) is slidably mounted on the connecting housing (62) by being embedded in the slots (621).

5. The intermediate shaft for the research and testing of the steer-by-wire system according to claim 4, characterized in that, The connecting housing (62) is further provided with a limiting hole (622) in the radial direction. The sliding locking ring (63) is provided with a through hole (631) at a position corresponding to the limiting hole (622). A telescopic pin is slidably installed in the through hole (631). The telescopic pin slides through the through hole (631) and is inserted into the limiting hole (622).

6. The intermediate shaft for the research and testing of the steer-by-wire system according to claim 5, characterized in that, The sliding locking ring (63) is connected to the pressure cap (61) via a compression spring (9).

7. The intermediate shaft for the research and testing of the steer-by-wire system according to any one of claims 5-6, characterized in that, The inner side of the sliding lock ring (63) is also connected to a locking tooth (632), which is annular and engages with the locking tooth (71) on the outer side of the connecting lock cylinder (7).

8. The intermediate shaft for the research and testing of the steer-by-wire system according to claim 1, characterized in that, The second shaft (2) is also provided with a telescopic shaft (3).

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