A kind of automobile steer-by-wire limiting device

Abstract

The utility model belongs to the field of positioner, specifically is a kind of automobile line control steering positioner, including steering wheel, support shell, axle rod, torque sensor, corner sensor, the axle rod is fixedly connected with steering wheel;The axle rod is rotatably connected with support shell and coaxially arranged;Torque sensor, corner sensor are all fixedly installed on axle rod, and all be located inside support shell;Centrifugal component is equipped on the axle rod;Centrifugal component includes fly hammer being slidably connected with the axle rod and being penetrated;By the cooperation of fly hammer and spring, when the steering wheel rotation speed exceeds certain value, fly hammer will slide out and make the pushpin be fixed by the fixed plate limit, so that the steering wheel will make axle rod lock when wrong operation, and then improve the safety when steering wheel is controlled.

Description

Technical Field

[0001] This utility model relates to the field of limiting devices, specifically a limit device for automotive steer-by-wire. Background Technology

[0002] Automotive steer-by-wire is an advanced steering system that completely eliminates the mechanical connection between the steering wheel and steering wheels in traditional steering systems. Instead, it uses sensors, an electronic control unit, and actuators to achieve steering control. It converts the driver's steering intentions into electrical signals, which are then used by the control system to direct the wheels to turn. This provides the foundation for intelligent and autonomous driving vehicles and allows for the free design of steering feel and gear ratios.

[0003] The basic working principle of steer-by-wire in automobiles is as follows: When the driver turns the steering wheel, the torque sensor detects the steering angle and torque signals and sends them to the main control ECU. The ECU combines signals such as vehicle speed and vehicle dynamics to calculate the required ideal steering angle, and then drives the steering actuator motor to push the steering tie rod, causing the wheels to turn. At the same time, the system simulates realistic road feel and resistance on the steering wheel through the return force feedback motor, providing the driver with handling feedback.

[0004] During use and observation, it was found that when a car is traveling at high speed, if the driver suddenly turns the steering wheel to change lanes due to distraction or misjudgment, the tires will instantly gain a very large steering angle, and the vehicle's center of gravity will shift violently, which can easily cause loss of control skidding (commonly known as "fishtailing"), causing the vehicle to deviate from the lane or even roll over, which can easily lead to safety accidents.

[0005] Therefore, a steering-by-wire limiting device for automobiles is proposed to address the above problems. Utility Model Content

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by this utility model to solve its technical problem is as follows: A steering wheel steer-by-wire limiting device for automobiles includes a steering wheel, a supporting shell, a shaft, a torque sensor, and a turning angle sensor. The shaft is fixedly connected to the steering wheel; the shaft is rotatably connected to the supporting shell and is coaxially arranged; the torque sensor and the turning angle sensor are both fixedly installed on the shaft and located inside the supporting shell; a centrifugal assembly is provided on the shaft; the centrifugal assembly includes a fly hammer that passes through and is slidably connected to the shaft; a spring is fixedly connected between the end of the fly hammer located inside the shaft and the inner wall of the shaft; a fixing frame is fixedly connected to the outer wall of the shaft; a pusher is slidably connected to the fixing frame; the end of the pusher is engaged at the end of the fly hammer away from the spring; multiple fixing plates are fixedly connected to the inner wall of the shaft; the fixing plates and the pusher are at the same height; through the combined action of the fly hammer and the spring, when the steering wheel rotation speed exceeds a certain value, the fly hammer will slide out and the pusher will be limited by the fixing plates, so that the shaft will lock when the steering wheel is operated incorrectly, thereby improving the safety of steering wheel operation.

[0008] Preferably, the centrifugal components are arranged in pairs and symmetrically distributed on both sides of the shaft. By setting the centrifugal components in pairs, the imbalance of centrifugal force on the flyweight when the shaft rotates can be counteracted. At the same time, the simultaneous triggering of the two centrifugal components can also make the locking action of the steering wheel and shaft more reliable and rapid.

[0009] Preferably, a pair of rings are rotatably connected to the outer wall of the shaft; the pair of rings are located on the upper and lower sides of the centrifugal assembly; a pair of cranks are rotatably connected to the rings; the cranks and adjacent pushers are rotatably connected; through the cooperation of the rings and cranks, when one centrifugal assembly is triggered, that is, when the pusher shifts outward, the rings can be driven to rotate by swinging the cranks; when the rings rotate, the other pusher can be driven to shift outward by swinging the other crank, that is, the synchronous movement of the pair of pushers is achieved, which can achieve the locking effect of the other centrifugal assembly still being able to trigger the pair of pushers simultaneously when one centrifugal assembly fails.

[0010] Preferably, a cylinder is fixedly connected to the fixed frame, and the cylinder is filled with oil. A piston is slidably connected to the cylinder. The end of the piston located in the cylinder is multi-hole, and the other end is fixedly connected to the end of the flyweight. When the vehicle is moving, the flyweight is easily vibrated due to road bumps and tends to move. When the flyweight moves, it can drive the directly connected piston to move together. When the piston moves, it can be damped by the oil in the cylinder, thereby filtering out the false triggering of the centrifugal component caused by road bumps.

[0011] Preferably, the pusher is fixedly connected with multiple reinforcing ribs; by setting the reinforcing ribs, the structural strength of the pusher itself can be improved.

[0012] Preferably, both the pusher and the fixing plate have chamfered ends; by setting both the pusher and the fixing plate to chamfer, the resistance when the pusher moves outward and its side contacts the fixing plate can be minimized.

[0013] The advantages of this utility model are:

[0014] 1. The automotive steer-by-wire limiting device of this utility model, through the combined action of the flyweight and the spring, when the steering wheel rotation speed exceeds a certain value, will cause the flyweight to slide out and the pusher to be limited by the fixed plate, so that the shaft will lock when the steering wheel is operated incorrectly, thereby improving the safety of steering wheel operation.

[0015] 2. The automotive steer-by-wire limiting device described in this utility model, by setting the centrifugal components as a pair, can counteract the imbalance of centrifugal force on the flyweight when the shaft rotates. At the same time, the simultaneous triggering of the two centrifugal components can also make the locking action of the steering wheel and shaft more reliable and rapid. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the main body of this utility model;

[0018] Figure 2 This is a schematic diagram of the supporting shell structure in this utility model;

[0019] Figure 3 This is a schematic diagram of the structure of the central shaft of this utility model;

[0020] Figure 4 This is a schematic diagram of the structure of the flying hammer in this utility model;

[0021] Figure 5 This is a schematic diagram of the structure of the product being marketed in this utility model;

[0022] Figure 6 This is a schematic diagram of the cylinder body in this utility model.

[0023] In the diagram: 1. Steering wheel; 12. Support housing; 13. Shaft; 14. Torque sensor; 15. Angle sensor; 16. Flying hammer; 17. Spring; 18. Fixing bracket; 19. Push-pull; 110. Fixing plate; 3. Ring; 32. Crank; 4. Cylinder block; 42. Piston; 5. Reinforcing rib. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0025] Specific implementation examples are given below.

[0026] Please see Figures 1 to 6 As shown in the figure, a car steer-by-wire limiting device according to an embodiment of the present invention includes a steering wheel 1, a supporting shell 12, a shaft 13, a torque sensor 14, and a turning angle sensor 15. The shaft 13 is fixedly connected to the steering wheel 1; the shaft 13 and the supporting shell 12 are rotatably connected and coaxially arranged; the torque sensor 14 and the turning angle sensor 15 are both fixedly installed on the shaft 13 and are both located inside the supporting shell 12; a centrifugal assembly is provided on the shaft 13; the centrifugal assembly includes a fly hammer 16 that passes through and is slidably connected to the shaft 13; a spring 17 is fixedly connected between the end of the fly hammer 16 located inside the shaft 13 and the inner wall of the shaft 13; a fixing frame 18 is fixedly connected to the outer wall of the shaft 13; a pusher 19 is slidably connected to the fixing frame 18; the end of the pusher 19 is engaged at the end of the fly hammer 16 away from the spring 17; a plurality of fixing plates 110 are fixedly connected to the inner wall of the shaft 13; the fixing plates 110 and the pusher 19 are located at the same height;

[0027] Torque sensor 14 is used to monitor the torque on shaft 13, and angle sensor 15 is used to monitor the current steering angle and angular velocity of steering wheel 1. This is a mature existing technology for road feel simulation systems in steer-by-wire vehicles. For details, please refer to the road feel simulation actuator for steer-by-wire vehicles disclosed in CN202193113U. Initially, spring 17 is in a pre-compressed state, applying a pre-tension force to the flyweight 16, keeping it inside shaft 13. When the driver operates steering wheel 1, if the steering wheel 1 rotates too quickly (i.e., the rotation speed of steering wheel 1 and shaft 13 exceeds a certain value), the flyweight 16 will overcome the spring force of spring 17 and slide outward under centrifugal force. During this process, the flyweight 16 can push the pusher by engaging with the end of pusher 19. When pin 19 moves outward, there are two possibilities: pin 19 contacts the fixing plate 110 or not. When pin 19 contacts the fixing plate 110, it can limit the shaft 13 to lock the steering wheel 1. When pin 19 does not contact the fixing plate 110, it is allowed to move slightly until it contacts the fixing plate 110. At this time, the steering wheel 1 and shaft 13 will be locked to prevent accidental operation of the steering wheel 1 while driving the vehicle. Through the cooperation of the flyweight 16 and the spring 17, when the rotation speed of the steering wheel 1 exceeds a certain value, the flyweight 16 will slide out and pin 19 will be limited by the fixing plate 110. This will lock the shaft 13 when the steering wheel 1 is operated incorrectly, thereby improving the safety of steering wheel 1 operation.

[0028] Please see Figure 4 As shown, the centrifugal components are arranged in pairs and symmetrically distributed on both sides of the shaft 13. By setting the centrifugal components in pairs, the imbalance of centrifugal force on the fly hammer 16 when the shaft 13 rotates can be offset. At the same time, the simultaneous triggering of the two centrifugal components can make the locking action of the steering wheel 1 and the shaft 13 more reliable and rapid.

[0029] Please see Figure 5 As shown, a pair of rings 3 are rotatably connected to the outer wall of the shaft 13; the pair of rings 3 are located on the upper and lower sides of the centrifugal assembly; a pair of cranks 32 are rotatably connected to the rings 3; the cranks 32 and the adjacent pushers 19 are rotatably connected; through the cooperation of the rings 3 and the cranks 32, when one centrifugal assembly is triggered, that is, when the pusher 19 is deflected outward, the rings 3 can be driven to rotate by swinging the cranks 32; when the rings 3 rotate, the other pusher 19 can be driven to deflect outward by swinging the other crank 32, that is, the synchronous movement of the pair of pushers 19 is achieved, which can achieve the locking effect of the other centrifugal assembly simultaneously triggering the pair of pushers 19 when one centrifugal assembly fails.

[0030] Please see Figure 5 and Figure 6As shown, a cylinder 4 is fixedly connected to the fixed frame 18, and the cylinder 4 is filled with oil. A piston 42 is slidably connected inside the cylinder 4. The end of the piston 42 located inside the cylinder 4 is multi-holeed, and the other end is fixedly connected to the end of the flyweight 16. When the vehicle is moving, the flyweight 16 is easily vibrated due to road bumps and tends to move. When the flyweight 16 moves, it can drive the directly connected piston 42 to move together. When the piston 42 moves, it can be damped by the oil in the cylinder 4, which can filter out the false triggering of the centrifugal component caused by road bumps.

[0031] Please see Figure 6 As shown, multiple reinforcing ribs 5 are fixedly connected to the pusher 19; by setting the reinforcing ribs 5, the structural strength of the pusher 19 itself can be improved.

[0032] Please see Figure 6 As shown, the ends of the pusher 19 and the fixing plate 110 are both chamfered. By setting both the pusher 19 and the fixing plate 110 to be chamfered, the resistance when the side of the pusher 19 contacts the fixing plate 110 when it moves outward can be reduced to the greatest extent.

[0033] Working principle: Torque sensor 14 is used to monitor the torque on shaft 13, and angle sensor 15 is used to monitor the current steering angle and angular velocity of steering wheel 1. The road feel simulation system for steer-by-wire vehicles is a mature existing technology; for details, please refer to the road feel simulation actuator for steer-by-wire vehicles disclosed in CN202193113U. Initially, spring 17 is in a pre-compressed state, applying preload to the flyweight 16, keeping it inside shaft 13. When the driver operates steering wheel 1, if the steering wheel 1 is rotated too quickly, i.e., the rotation speed of steering wheel 1 and shaft 13 exceeds a certain value, then… This causes the fly hammer 16 to overcome the spring force of the spring 17 and slide outward under the action of centrifugal force. During this process, the fly hammer 16 can push the pusher 19 by engaging with the end of the pusher 19, causing the pusher 19 to move outward. At this time, there are two situations: the pusher 19 is in contact with the fixing plate 110 or not in contact. When the pusher 19 is in contact with the fixing plate 110, the shaft 13 can be limited to lock the steering wheel 1. When the pusher 19 is not in contact with the fixing plate 110, the pusher 19 is allowed to move slightly until it contacts the fixing plate 110. At this time, the steering wheel 1 and the shaft 13 will be locked to prevent the steering wheel 1 from being damaged while driving the vehicle. To prevent misoperation; by setting the centrifugal components as a pair, the imbalance of centrifugal force on the flyweight 16 when the shaft 13 rotates can be offset. At the same time, the simultaneous triggering of the two centrifugal components can also make the locking action of the steering wheel 1 and the shaft 13 more reliable and rapid; through the cooperation of the ring 3 and the crank 32, when one centrifugal component is triggered, that is, when the pusher 19 is offset outward, the crank 32 can be swung to drive the ring 3 to rotate. When the ring 3 rotates, the other crank 32 can be swung to drive the other pusher 19 to offset outward, that is, to achieve synchronous movement of the pair of pushers 19. This can ensure that if one centrifugal component fails, the other will also move outward. The centrifugal assembly can still simultaneously trigger the locking function of a pair of pushers 19; when the vehicle is moving, the fly hammer 16 is easily vibrated due to road bumps and tends to move. When the fly hammer 16 moves, it can drive the directly connected piston 42 to move together. When the piston 42 moves, it can be damped by the oil in the cylinder 4, which can filter out the false triggering of the centrifugal assembly caused by road bumps; by setting the reinforcing rib 5, the structural strength of the pusher 19 itself can be improved; by setting both the pusher 19 and the fixing plate 110 to be chamfered, the resistance when the side of the pusher 19 contacts the fixing plate 110 when it moves outward can be reduced to the greatest extent.

[0034] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A steer-by-wire limiting device for automobiles, comprising a steering wheel (1), a supporting housing (12), a shaft (13), a torque sensor (14), and a steering angle sensor (15), wherein the shaft (13) is fixedly connected to the steering wheel (1); the shaft (13) is rotatably connected to the supporting housing (12) and is coaxially arranged; the torque sensor (14) and the steering angle sensor (15) are both fixedly mounted on the shaft (13) and are both located inside the supporting housing (12); characterized in that: The shaft (13) is provided with a centrifugal assembly; the centrifugal assembly includes a flying hammer (16) that passes through and is slidably connected to the shaft (13); a spring (17) is fixed between the end of the flying hammer (16) located inside the shaft (13) and the inner wall of the shaft (13); a fixing frame (18) is fixedly connected to the outer wall of the shaft (13); a pusher (19) is slidably connected to the fixing frame (18); the end of the pusher (19) is locked at the end of the flying hammer (16) away from the spring (17); a plurality of fixing plates (110) are fixedly connected to the inner wall of the shaft (13); the fixing plates (110) and the pusher (19) are at the same height.

2. The vehicle steer-by-wire limiting device according to claim 1, characterized in that: The centrifugal components are arranged in pairs and symmetrically distributed on both sides of the shaft (13).

3. The vehicle steer-by-wire limiting device according to claim 2, characterized in that: A pair of rings (3) are rotatably connected to the outer wall of the shaft (13); the pair of rings (3) are located on the upper and lower sides of the centrifugal assembly; a pair of cranks (32) are rotatably connected to the rings (3); the cranks (32) and the adjacent pusher (19) are rotatably connected.

4. The vehicle steer-by-wire limiting device according to claim 3, characterized in that: A cylinder (4) is fixedly connected to the fixed frame (18), and the cylinder (4) is filled with oil. A piston (42) is slidably connected inside the cylinder (4). The end of the piston (42) inside the cylinder (4) is multi-holeed, and the other end is fixedly connected to the end of the fly hammer (16).

5. The vehicle steer-by-wire limiting device according to claim 4, characterized in that: The pusher (19) is fixed with multiple reinforcing ribs (5).

6. The vehicle steer-by-wire limiting device according to claim 5, characterized in that: Both the sales plate (19) and the fixing plate (110) have chamfered ends.

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