Steer-by-wire column and vehicle

Abstract

The utility model discloses a kind of wire control steering column and vehicle, wire control steering column includes: outer tube column, first rotating shaft, second rotating shaft, first elastic piece, second elastic piece and rotating damping piece, outer tube column is equipped with open mouth;First rotating shaft and second rotating shaft are arranged in outer tube column, second rotating shaft is linked with first rotating shaft, and relatively first rotating shaft is more close to open mouth;One end of first elastic piece and second elastic piece is connected with outer tube column, the other end of first elastic piece is connected with first rotating shaft or second rotating shaft, the other end of second elastic piece is connected with first rotating shaft or second rotating shaft;Wherein, the elastic force direction of second elastic piece and first elastic piece is opposite and all along the circumferential direction of outer tube column extends;Rotating damping piece is connected with first rotating shaft and / or second rotating shaft.The utility model can provide the steering feeling and steering wheel return function required by wire hole steering column, simple structure can improve the reliability of wire control steering column, reduce material cost.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a steer-by-wire column and vehicle. Background Technology

[0002] Currently, in steer-by-wire systems for vehicles, the steering column and steering gear have no mechanical connection. The steering feel of traditional steering systems cannot be transmitted to the steering wheel. Typically, a controller and motor are used to simulate the steering feel. The controller controls the motor's output torque to simulate steering system damping and active return-to-center. However, this approach presents several problems: increased system cost (adding a controller and motor to the steering column significantly increases the cost of the entire steering column assembly, with the cost of the feel unit far exceeding that of the column itself); difficulty in layout (the large volume of the controller and motor-based feel unit requires considerable space, posing significant challenges to steering column layout during development); weight reduction issues (the feel unit can weigh over 4kg, negatively impacting overall vehicle lightweight design); and reduced steering column modality (the large mass of the feel unit, with its center of gravity far from the column mounting bracket, severely degrades the inherent modality of the steering column assembly, requiring increased bracket stiffness and strength to meet vehicle requirements, further complicating cost and weight reduction considerations). Utility Model Content

[0003] This application provides a steer-by-wire column and vehicle that can provide steering feel and active return-to-center function when turning the steering wheel left and right. Moreover, the structure that provides steering feel and return-to-center function is relatively simple, which can improve the reliability of the steer-by-wire column and reduce material costs.

[0004] In a first aspect, embodiments of this application provide a steer-by-wire column, comprising: an outer column, a first rotating shaft, a second rotating shaft, a first elastic element, a second elastic element, and a rotational damping element. The outer column has an opening. The first and second rotating shafts are disposed inside the outer column, the second rotating shaft is linked to the first rotating shaft and is closer to the opening than the first rotating shaft, and the second rotating shaft passes through the opening. One end of the first and second elastic elements is connected to the outer column, and the other end of the first elastic element is connected to either the first or second rotating shaft. The other end of the second elastic element is also connected to either the first or second rotating shaft. The elastic forces of the second and first elastic elements act in opposite directions and both extend along the circumference of the outer column. The rotational damping element connects the first rotating shaft and / or the second rotating shaft.

[0005] In the above technical solution, the elastic forces of the first and second elastic elements act in opposite directions and both extend along the circumference of the outer column. This allows the elastic force to be transmitted through the first rotating shaft to the second rotating shaft, and then to the steering wheel. The first and second elastic elements provide the feel and active self-centering function when turning the steering wheel left and right, resulting in a light feel in the center area of ​​the steering wheel. Furthermore, the steering effort gradually increases with the steering wheel angle, ensuring vehicle safety and improving vehicle reliability. Simultaneously, the design using the first and second elastic elements simplifies the structure providing the feel and steering wheel self-centering function, improves the reliability of the steer-by-wire column, and reduces material costs. It also reduces the size, weight, and cost of the steer-by-wire column, facilitating the layout of the steer-by-wire column assembly.

[0006] In some embodiments of this application, both the first elastic element and the second elastic element are connected to either the first rotating shaft or the second rotating shaft.

[0007] In the above technical solution, both the first elastic element and the second elastic element are connected to either the first or second rotating shaft. This facilitates the assembly of the first and second elastic elements in the same position, reducing installation difficulty and improving installation efficiency. It also makes the structure of the steering column by steer-by-wire more compact and neat. Furthermore, it allows the first and second elastic elements to be closer together, resulting in a more balanced elastic force between them and improving the reliability of the steering column by steer-by-wire.

[0008] In some embodiments of this application, the first elastic element and the second elastic element are spiral structural elements.

[0009] In the above technical solution, the first and second elastic elements are helical structures. Therefore, the hollow interiors of the first and second elastic elements allow them to be directly fitted onto the first or second rotating shaft, simplifying installation and reducing installation difficulty. Furthermore, the return torque generated by the first and second elastic elements has a highly linear relationship with the steering wheel's rotation angle, providing a relatively stable elastic force. This improves steering feel and return-to-center performance, enhances the reliability of the steer-by-wire column, and further improves vehicle reliability. Simultaneously, it simplifies the structure of the first and second elastic elements, reducing costs.

[0010] In some embodiments of this application, both the first elastic element and the second elastic element have a first torsion bar and a second torsion bar. The steering column by steer includes a first adjustment mechanism. The outer column is connected to the first torsion bar through the first adjustment mechanism. The first adjustment mechanism is disposed on the outer column and acts on the first torsion bar to adjust the stiffness of the first elastic element or the second elastic element. The second torsion bar is connected to the corresponding first rotating shaft or the second rotating shaft.

[0011] In the above technical solution, the second torsion bar is fixedly connected to the corresponding first or second rotating shaft, while the position of the first torsion bar can be adjusted by the first adjustment mechanism. This allows for adjustment of the stiffness of the first or second elastic element, providing different feel when turning the steering wheel left and right. This can be adjusted according to user needs, offering greater flexibility and improving the user experience. Simultaneously, the first adjustment mechanism can also adjust the position of the first torsion bar and the preload of the first and second elastic elements, reducing the risk of creep affecting the initial stiffness of the first and second elastic elements after a period of use. This improves the reliability of the first and second elastic elements, further enhancing the reliability of the steer-by-wire column.

[0012] In some embodiments of this application, the outer tube column is provided with a first hole corresponding to the position of the first torsion bar. The first hole extends along the circumferential direction of the outer tube column, and the first torsion bar passes through the first hole. The first adjustment mechanism includes a stop and a threaded locking member. The stop is located inside the outer tube column and abuts against the first torsion bar. The threaded locking member passes through the first hole and is threadedly connected to the stop.

[0013] In the above technical solution, the design of the stop and the threaded locking part makes the structure of the first adjustment mechanism simple, has high adjustment reliability, facilitates the adjustment of the stiffness of the first elastic element or the second elastic element, and also reduces costs.

[0014] In some embodiments of this application, the first rotating shaft and / or the second rotating shaft are provided with a second hole, and the second torsion bar passes through the second hole and is bent.

[0015] In the above technical solution, the design of the second torsion bar and the second hole can fix the first elastic element and the second elastic element to the first rotating shaft and / or the second rotating shaft. The second torsion bar passes through the second hole and is bent, so it can be further fixed to the corresponding first rotating shaft or second rotating shaft by riveting. This can improve the connection strength between the first elastic element and the second elastic element and the first rotating shaft or the second rotating shaft, and further improve the reliability of the steer-by-wire column.

[0016] In some embodiments of this application, the outer column includes a first column and a second column, the second column having an opening, a first rotating shaft disposed within the first column, and a second rotating shaft disposed within the second column, the second rotating shaft and the first rotating shaft being movable along the axial direction of the outer column; the steer-by-wire column includes: a mounting bracket, a second adjustment mechanism and a third adjustment mechanism, the first column and the second column being connected by the mounting bracket; the second adjustment mechanism is disposed on the mounting bracket and can drive the first rotating shaft and the second rotating shaft to be adjustable along the axial direction of the outer column; the third adjustment mechanism has a rotating shaft, the third adjustment mechanism being able to drive the first column to swing around the rotating shaft to adjust the tilt angle of the first column in the vertical direction.

[0017] In the above technical solution, the outer column is separately configured with a first column and a second column, facilitating the separate installation of the second rotating shaft and the first rotating shaft, reducing assembly difficulty, and improving installation efficiency. The second adjustment mechanism can drive the second and first rotating shafts to move along the axial direction of the outer column, enabling the extension and retraction adjustment of the steering wheel. The third adjustment mechanism allows the driver to change the vertical angle of the steering wheel, facilitating driver operation. Therefore, the second and third adjustment mechanisms can meet the needs of different users. The mounting bracket connects the first and second columns and facilitates the connection of the steer-by-wire column to the vehicle, simplifying the installation of the steer-by-wire column.

[0018] In some embodiments of this application, the steer-by-wire column further includes: an angle detection element and an angle limiting element. The angle detection element is disposed on the first column to detect the rotation angle of the first rotating shaft, or the angle detection element is disposed on the second column to detect the rotation angle of the second rotating shaft. The angle limiting element is disposed on the first column to limit the first rotating shaft when it rotates to a preset angle; or the angle limiting element is disposed on the second column to limit the second rotating shaft when it rotates to a preset angle.

[0019] In the above technical solution, the angle detection component can detect the driver's steering input intention (steering wheel angle and speed) and send this digital signal to the vehicle's main controller. The main controller then uses this signal to control the steering actuator motor, driving the wheels to steer and improving vehicle reliability. The angle limiting component can limit the first or second rotating shaft, preventing the first and second elastic components from rotating too much, ensuring the resilience of the first and second elastic components, and further improving vehicle reliability.

[0020] In some embodiments of this application, the first elastic member and the second elastic member have equal stiffness and size.

[0021] In the above technical solution, the first and second elastic elements have equal stiffness and size, which can achieve a consistent feel when simulating left and right steering wheel turns, avoiding affecting the driver's judgment of the steering wheel angle, improving vehicle safety, and thus improving vehicle reliability. At the same time, it also ensures that the steering wheel has an active self-centering function, further enhancing vehicle reliability.

[0022] Secondly, embodiments of this application provide a vehicle including a steer-by-wire column as described above.

[0023] In the above technical solution, the steer-by-wire column has high reliability, which helps to improve the reliability of vehicles using steer-by-wire columns.

[0024] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0025] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This application provides structural schematic diagrams of vehicles for some embodiments; Figure 2 This application provides schematic diagrams of the structure of a steering column for steer-by-wire in some embodiments. Figure 3 A top view of the steering column provided in some embodiments of this application; Figure 4 A side view of the steering column provided for some embodiments of this application; Figure 5 Partial cross-sectional view of the steering column provided in some embodiments of this application; Figure 6 for Figure 5 A magnified view of a portion of point I; Figure 7 for Figure 2 A magnified view of section II.

[0027] icon: 100. Drive-by-wire steering column; 10. Outer tubing; 10a. Opening; 10b. First borehole; 11. First tubing; 12. Second tubing; 20. First rotating shaft; 20a. Second hole; 30. Second rotation axis; 40. First elastic element; 41. First torsion bar; 42. Second torsion bar; 50. Second elastic element; 60. Rotational damping components; 70. First adjusting mechanism; 71. Stop; 72. Threaded locking component; 80. Mounting bracket; 90. Second adjustment mechanism; 110. Third adjustment mechanism; 1101. Rotating shaft; 120. Angle detection component; 1000, vehicle; X, first direction; Y, second direction; Z, third direction. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0030] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0031] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0032] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0033] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0034] In this application, "multiple" means two or more (including two).

[0035] Currently, in steer-by-wire systems for vehicles, the steering column and steering gear have no mechanical connection. The steering feel of traditional steering systems cannot be transmitted to the steering wheel. Typically, a controller and motor are used to simulate the steering feel. The controller controls the motor's output torque to simulate steering system damping and active return-to-center. However, this approach presents several problems: increased system cost (adding a controller and motor to the steering column significantly increases the cost of the entire steering column assembly, with the cost of the feel unit far exceeding that of the column itself); difficulty in layout (the large volume of the controller and motor-based feel unit requires considerable space, posing significant challenges to steering column layout during development); weight reduction issues (the feel unit can weigh over 4kg, negatively impacting overall vehicle lightweight design); and reduced steering column modality (the large mass of the feel unit, with its center of gravity far from the column mounting bracket, severely degrades the inherent modality of the steering column assembly, requiring increased bracket stiffness and strength to meet vehicle requirements, further complicating cost and weight reduction considerations).

[0036] Based on the above considerations, in order to solve the problems of the complex structure of the steering column in the steer-by-wire system, which provides left and right hand feel and square wheel return function, resulting in high cost and weight, as well as the difficulty in arranging the steering column assembly, the applicant has designed a steer-by-wire column, including: an outer column, a first rotating shaft, a second rotating shaft, a first elastic element, a second elastic element, and a rotational damping element. The outer column has an opening; the first and second rotating shafts are located inside the outer column, with the second rotating shaft linked to the first rotating shaft and closer to the opening than the first rotating shaft, and the second rotating shaft passing through the opening; one end of the first and second elastic elements is connected to the outer column, and the other end of the first elastic element is connected to either the first or second rotating shaft; wherein, the elastic forces of the second and first elastic elements act in opposite directions and both extend along the circumference of the outer column; the rotational damping element connects the first rotating shaft and / or the second rotating shaft.

[0037] In this type of steer-by-wire column, the elastic forces of the first and second elastic elements act in opposite directions and both extend along the circumference of the outer column. This allows the elastic force to be transmitted through the first rotating shaft to the second rotating shaft, and then to the steering wheel. The first and second elastic elements provide the feel and active self-centering function when turning the steering wheel left and right, resulting in a light feel in the center of the steering wheel. As the steering wheel angle increases, the steering effort gradually increases, ensuring vehicle safety and improving vehicle reliability. Furthermore, the design using the first and second elastic elements simplifies the structure providing the feel and steering wheel self-centering function, improves the reliability of the steer-by-wire column, reduces material costs, and decreases the size and weight of the steer-by-wire column, facilitating its assembly layout.

[0038] The steer-by-wire column disclosed in this application can be used, but is not limited to, in vehicles, car driving simulators, aircraft simulators, ship simulators, remote operation robots, advanced drone ground stations, VR interactive peripherals, industrial equipment controllers, assistive devices for the disabled, and other devices or equipment that require a steering system.

[0039] This application provides a vehicle using a steer-by-wire column. The vehicle can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. For example, the vehicle using a steer-by-wire column mentioned above can be an autonomous vehicle.

[0040] For ease of explanation, the following embodiments use a vehicle 1000 according to an embodiment of this application as an example.

[0041] Reference Figure 1 , Figure 1 The diagram below shows the structure of a vehicle 1000 provided in some embodiments of this application. The vehicle 1000 can be a fuel-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. The new energy vehicle can be a pure electric vehicle, a hybrid vehicle, or a range-extended vehicle, etc.

[0042] According to some embodiments of this application, refer to Figures 2 to 6This application provides a steer-by-wire column 100, comprising: an outer column 10, a first rotating shaft 20, a second rotating shaft 30, a first elastic element 40, a second elastic element 50, and a rotation damping element 60. The outer column 10 has an opening 10a. The first rotating shaft 20 and the second rotating shaft 30 are disposed inside the outer column 10, with the second rotating shaft 30 linked to the first rotating shaft 20 and closer to the opening 10a than the first rotating shaft 20, and the second rotating shaft 30 passing through the opening 10a. One end of the first elastic element 40 and the second elastic element 50 are connected to the outer column 10, and the other end of the first elastic element 40 is connected to either the first rotating shaft 20 or the second rotating shaft 30. The other end of the second elastic element 50 is also connected to either the first rotating shaft 20 or the second rotating shaft 30. The elastic forces of the second elastic element 50 and the first elastic element 40 act in opposite directions and both extend along the circumference of the outer column 10. The rotation damping element 60 connects the first rotating shaft 20 and / or the second rotating shaft 30.

[0043] In the above embodiments, the steer-by-wire column 100 refers to a non-traditional mechanical steering column, meaning that the steer-by-wire column 100 has no mechanical connection with the wheels of the vehicle 1000, but controls the wheel angle by means of control signals based on the rotation angles of the first rotation shaft 20 and the second rotation shaft 30 in the steer-by-wire column 100.

[0044] The outer tube column 10 can refer to a tubular component used to provide the necessary mounting space for the first rotating shaft 20, the second rotating shaft 30, the first elastic element 40, and the second elastic element 50. The outer tube column 10 can be made of, but is not limited to, alloy steel, stainless steel, aluminum alloy, or composite materials.

[0045] The first rotating shaft 20 and the second rotating shaft 30 can refer to rotatable components, and can be, but are not limited to, alloy steel, stainless steel, aluminum alloy, and composite materials, etc. The second rotating shaft 30 is closer to the opening 10a than the first rotating shaft 20 and passes through the opening 10a. The second rotating shaft 30 can be used to connect the steering wheel.

[0046] The first elastic element 40 and the second elastic element 50 can refer to components capable of providing elastic force in the rotational direction, and can be, but are not limited to, spring sheets, disc springs, torsion springs, compression springs + cam mechanisms, and rubber elastomers, etc. Both the first elastic element 40 and the second elastic element 50 can be connected to the first rotating shaft 20, or both can be connected to the second rotating shaft 30, or one of the first elastic element 40 and the second elastic element 50 can be connected to the first rotating shaft 20, and the other to the second rotating shaft 30. For example, see reference... Figure 6The first elastic element 40 and the second elastic element 50 can both be connected to the first rotating shaft 20. The elastic forces of the first elastic element 40 and the second elastic element 50 act in opposite directions, and both can be arc-shaped springs extending along the circumference of the outer tube 10, springs bent along the circumference of the outer tube 10, or torsion springs.

[0047] The rotary damping element 60 can refer to a device that generates a resistance torque proportional to the rotational speed, and can be, but is not limited to, a silicone oil / fluid damper, an eddy current damper, a gear pump type damper, and a friction damper, etc. The rotary damping element 60 can be connected to the first rotating shaft 20, or the rotary damping element 60 can be connected to the first rotating shaft 20 and the second rotating shaft 30, or the rotary damping element 60 can be connected to the second rotating shaft 30. For example, see reference... Figure 1 The rotary damping element 60 is connected to the first rotating shaft 20, which can reduce the impact caused by the restoring force of the first elastic element 40 and the second elastic element 50, and reduce the probability of oscillation and overshoot when the first rotating shaft 20 and the second rotating shaft 30 return to the middle position.

[0048] Understandably, when the driver turns the steering wheel, the second rotating shaft 30 drives the first rotating shaft 20 to rotate, resulting in relative rotation with respect to the outer column 10. One end of the first elastic element 40 and the second elastic element 50 are connected to the outer column 10, and the other end is connected to the first rotating shaft 20. This causes the first elastic element 40 and the second elastic element 50 to undergo elastic deformation. One undergoes contraction deformation, and the other undergoes expansion deformation. This results in the elastic forces of the first elastic element 40 and the second elastic element 50 acting in opposite directions and both extending along the circumference of the outer column 10. At the same time, the elastic force is transmitted through the first rotating shaft 20 to the second rotating shaft 30, and then to the steering wheel. This allows for a light feel in the center area. As the steering wheel angle increases, the steering effort gradually increases, simulating the feel of turning the steering wheel left and right and providing an active self-centering function, ensuring the driving safety of the vehicle 1000.

[0049] Because the steering column 100 is equipped with two elastic elements, a first elastic element 40 and a second elastic element 50, and the elastic forces of the first elastic element 40 and the second elastic element 50 are opposite, the driver can obtain a strong feel whether turning the steering wheel to the left or right, thus improving the steering experience. Secondly, the opposite forces of the first elastic element 40 and the second elastic element 50 mean that when the driver releases the steering wheel, the first elastic element 40 and the second elastic element 50 quickly return the second rotary shaft 30 to center while reducing the risk of rebound or vibration, further improving the steering feel. Moreover, the first elastic element 40 and the second elastic element 50, being elastic elements themselves, are also less expensive than a solution that uses a rotary motor and controller to provide the steering feel.

[0050] In the above technical solution, the elastic forces of the first elastic element 40 and the second elastic element 50 act in opposite directions and both extend along the circumference of the outer column 10. This allows the elastic force to be transmitted through the first rotating shaft 20 to the second rotating shaft 30, and then to the steering wheel. The first elastic element 40 and the second elastic element 50 provide the feel and active return-to-center function when turning the steering wheel left and right, making the steering wheel center area feel light. Furthermore, as the steering wheel angle increases, the steering effort gradually increases, ensuring the driving safety of the vehicle 1000 and improving its reliability. Simultaneously, the design using the first elastic element 40 and the second elastic element 50 simplifies the structure providing the feel and steering wheel return-to-center function, improves the reliability of the steer-by-wire column 100, and reduces material costs. It also reduces the size, weight, and cost of the steer-by-wire column 100, facilitates the assembly layout of the steer-by-wire column 100, and contributes to the lightweight design of the vehicle.

[0051] In some embodiments of this application, reference is made to Figure 6 The first elastic element 40 and the second elastic element 50 are both connected to the first rotating shaft 20 or the second rotating shaft 30.

[0052] It is understandable that both the first elastic element 40 and the second elastic element 50 are simultaneously connected to the first rotating shaft 20. Alternatively, both the first elastic element 40 and the second elastic element 50 may be simultaneously connected to the second rotating shaft 30.

[0053] In the above technical solution, both the first elastic element 40 and the second elastic element 50 are simultaneously connected to the first rotating shaft 20 or the second rotating shaft 30. This facilitates the assembly of the first elastic element 40 and the second elastic element 50 in the same position, reducing installation difficulty and improving installation efficiency. It also makes the structure of the steer-by-wire column 100 more compact and neat. Simultaneously, it allows the first elastic element 40 and the second elastic element 50 to be closer together, thereby making the elastic forces of the first elastic element 40 and the second elastic element 50 more balanced and improving the reliability of the steer-by-wire column 100.

[0054] In some embodiments of this application, reference is made to Figure 6 The first elastic element 40 and the second elastic element 50 are helical structural members. In the above example, optionally, the first elastic element 40 and the second elastic element 50 can be angled helical springs. Optionally, the first elastic element 40 and the second elastic element 50 can also be spring members made of elastic metal strips wound together.

[0055] In the above technical solution, the first elastic element 40 and the second elastic element 50 are spiral-shaped structural components. Therefore, the interiors of the first elastic element 40 and the second elastic element 50 are hollow, allowing them to be directly fitted onto the first rotating shaft 20 or the second rotating shaft 30. This simplifies installation and reduces installation difficulty. Furthermore, the return torque generated by the first elastic element 40 and the second elastic element 50 has a highly linear relationship with the rotation angle of the steering wheel, providing a relatively stable elastic force. This improves the steering feel and return-to-center effect of the steering wheel, enhances the reliability of the steer-by-wire column 100, and further improves the reliability of the vehicle 1000. Simultaneously, it simplifies the structure of the first elastic element 40 and the second elastic element 50, reducing costs.

[0056] In some embodiments of this application, reference is made to Figure 2 , Figure 6 and Figure 7 The first elastic element 40 and the second elastic element 50 each have a first torsion bar 41 and a second torsion bar 42. The steering column 100 includes a first adjustment mechanism 70. The outer column 10 is connected to the first torsion bar 41 through the first adjustment mechanism 70. The first adjustment mechanism 70 is provided on the outer column 10 and acts on the first torsion bar 41 to adjust the stiffness of the first elastic element 40 or the second elastic element 50. The second torsion bar 42 is connected to the corresponding first rotating shaft 20 or second rotating shaft 30.

[0057] In the above technical solution, the second torsion bar 42 is fixedly connected to the corresponding first rotating shaft 20 or second rotating shaft 30, while the position of the first torsion bar 41 can be adjusted by the first adjustment mechanism 70. This allows for adjustment of the stiffness of the first elastic element 40 or the second elastic element 50, providing different feel when turning the steering wheel left and right. This can be adjusted according to user needs, offering greater flexibility and improving the user experience. Simultaneously, adjusting the position of the first torsion bar 41 through the first adjustment mechanism 70 can also adjust the preload of the first elastic element 40 and the second elastic element 50, reducing the risk of creep affecting the initial stiffness of the first and second elastic elements 40 and 50 after a period of use. This improves the reliability of the first and second elastic elements 40 and 50, further enhancing the reliability of the steer-by-wire column 100.

[0058] In some embodiments of this application, reference is made to Figure 7 The outer tube column 10 is provided with a first hole 10b corresponding to the position of the first torsion bar 41. The first hole 10b extends along the circumferential direction of the outer tube column 10. The first torsion bar 41 passes through the first hole 10b. The first adjustment mechanism 70 includes a stop member 71 and a threaded locking member 72. The stop member 71 is located inside the outer tube column 10 and abuts against the first torsion bar 41. The threaded locking member 72 passes through the first hole 10b and is threadedly connected to the stop member 71.

[0059] The first hole 10b can refer to an elongated hole extending along the circumference of the outer tube 10. Optionally, the first hole 10b can be a strip-shaped hole or an elliptical hole.

[0060] It is understood that the threaded locking member 72 can be a threaded cylindrical structure, such as, but not limited to, a stud or bolt. The stop member 71 can have a threaded hole, and the stop member 71 is threadedly connected to the threaded locking member 72 through the threaded hole. In the above scheme, by tightening the threaded locking member 72 and the stop member 71 to rotate relative to each other, the threaded locking member 72 and the stop member 71 work together to clamp onto the wall of the outer tube column 10, while the stop member 71 can press against the first torsion bar 41, thereby fixing the position of the first torsion bar 41. When it is necessary to adjust the stiffness of the first elastic member 40 or the second elastic member 50, the threaded locking member 72 is loosened. At this time, the threaded locking member 72 can drive the stop member 71 to move along the length direction of the first hole 10b, thereby adjusting the position of the first torsion bar 41 and adjusting the stiffness of the first elastic member 40 or the second elastic member 50.

[0061] In the above technical solution, the design of the stop 71 and the threaded locking part 72 makes the structure of the first adjustment mechanism 70 simple, has high adjustment reliability, facilitates the adjustment of the stiffness of the first elastic element 40 or the second elastic element 50, and also reduces costs.

[0062] In some embodiments of this application, reference is made to Figure 6 The first rotating shaft 20 and / or the second rotating shaft 30 are provided with a second hole 20a, and the second torsion bar 42 passes through the second hole 20a and is bent.

[0063] The first rotating shaft 20 is provided with a second hole 20a, or the second rotating shaft 30 is provided with a second hole 20a, or both the first rotating shaft 20 and the second rotating shaft 30 are provided with a second hole 20a. For example, refer to... Figure 1 The first elastic element 40 and the second elastic element 50 are both connected to the first rotating shaft 20. The first rotating shaft 20 has a second hole 20a, through which the second torsion bar 42 passes. Optionally, the second hole 20a is a round hole. Optionally, the second hole 20a is a square hole.

[0064] In the above technical solution, the design of the second torsion bar 42 and the second hole 20a can fix the first elastic element 40 and the second elastic element 50 to the first rotating shaft 20 and / or the second rotating shaft 30. The second torsion bar 42 passes through the second hole 20a and is bent, so it can be further fixed to the corresponding first rotating shaft 20 or second rotating shaft 30 by riveting. This can improve the connection strength between the first elastic element 40 and the second elastic element 50 and the first rotating shaft 20 or the second rotating shaft 30, and further improve the reliability of the steer-by-wire column 100.

[0065] In some embodiments of this application, reference is made to Figure 2 and Figure 5 The outer column 10 includes a first column 11 and a second column 12. The second column 12 has an opening 10a. A first rotating shaft 20 is disposed inside the first column 11, and a second rotating shaft 30 is disposed inside the second column 12. The second rotating shaft 30 and the first rotating shaft 20 can move along the axial direction of the outer column 10. The drive-by-wire steering column 100 includes a mounting bracket 80, a second adjusting mechanism 90, and a third adjusting mechanism 110. The first column 11 and the second column 12 are connected by the mounting bracket 80. The second adjusting mechanism 90 is disposed on the mounting bracket 80 and can drive the first rotating shaft 20 and the second rotating shaft 30 to be adjustable along the axial direction of the outer column 10. The third adjusting mechanism 110 has a rotating shaft 1101 and can drive the first column 11 to swing around the rotating shaft 1101 to adjust the tilt angle of the first column 11 in the vertical direction.

[0066] refer to Figure 2 and Figure 5 The axial direction of the outer tube column 10 can be the first direction X. (Refer to...) Figure 4 The central axis of the rotating shaft 1101 can be parallel to the second direction Y. The tilt angle of the first tube column 11 in the vertical direction is adjustable, which means that the tilt angle in the third direction Z is adjustable.

[0067] In the above technical solution, the outer column 10 is separately configured with the first column 11 and the second column 12, which facilitates the separate installation of the second rotating shaft 30 and the first rotating shaft 20, reduces assembly difficulty, and improves installation efficiency. The second adjustment mechanism 90 can drive the second rotating shaft 30 and the first rotating shaft 20 to move along the axial direction of the outer column 10, realizing the extension and retraction adjustment of the steering wheel. The third adjustment mechanism 110 allows the driver to change the up and down angle of the steering wheel, which is convenient for the driver to operate. It can be seen that the configuration of the second adjustment mechanism 90 and the third adjustment mechanism 110 can meet the usage needs of different users. The mounting bracket 80 can connect the first column 11 and the second column 12, and also facilitates the connection of the steer-by-wire column 100 to the vehicle 1000, making it convenient to install the steer-by-wire column 100. The structure and operation of the second adjustment mechanism 90 and the third adjustment mechanism 110 can refer to the adjustment mechanism of the mechanical steering column in the prior art, and will not be described in detail here.

[0068] In some embodiments of this application, reference is made to Figure 2 and Figure 5The steer-by-wire column 100 further includes an angle detection element 120 and an angle limiting element. The angle detection element 120 is disposed on the first column 11 to detect the rotation angle of the first rotating shaft 20, or the angle detection element 120 is disposed on the second column 12 to detect the rotation angle of the second rotating shaft 30. The angle limiting element is disposed on the first column 11 to limit the first rotating shaft 20 when it rotates to a preset angle; or the angle limiting element is disposed on the second column 12 to limit the second rotating shaft 30 when it rotates to a preset angle.

[0069] For example, you can refer to Figure 2 An angle detection element 120 is disposed on the first column 11 to detect the rotation angle of the first rotating shaft 20. For example, the angle detection element 120 can be an angle sensor.

[0070] An angle limiting component can refer to a limiting structure that can perform a limiting function, and can be, but is not limited to, a limiting block, a limiting slot, an electrically or hydraulically driven limiting mechanism, etc. As an example, an angle limiting component can include two limiting blocks, one of which limits the first rotating shaft 20 when it rotates to the left, and the other limiting the first rotating shaft 20 when it rotates to the right.

[0071] In the above technical solution, the angle detection component 120 can detect the driver's steering input intention (steering wheel angle and speed) and send this digital signal to the main controller of the vehicle 1000. The main controller then uses this signal to control the steering actuator motor to drive the wheels to steer, thereby improving the reliability of the vehicle 1000. The angle limiting component can limit the first rotating shaft 20 or the second rotating shaft 30, reducing the risk of excessive rotation angle of the first elastic element 40 and the second elastic element 50. That is, the angle limiting component can limit the second rotating shaft 30 when it rotates to the left with the steering wheel to a predetermined angle, and it can also limit the second rotating shaft 30 when it rotates to the right with the steering wheel to a predetermined angle, thereby improving the working reliability of the steer-by-wire column 100. Ensuring the resilience of the first elastic element 40 and the second elastic element 50 further improves the reliability of the vehicle 1000.

[0072] In some embodiments of this application, reference is made to Figure 6 The first elastic element 40 and the second elastic element 50 have the same stiffness and size.

[0073] In the above technical solution, the first elastic element 40 and the second elastic element 50 have equal stiffness and size, which can achieve a consistent feel when simulating left and right steering wheel rotation, reducing the risk of the driver's judgment of the steering wheel angle being affected by inconsistent left and right feel, and thus improving the driving reliability of vehicle 1000. At the same time, the equal stiffness and size of the first elastic element 40 and the second elastic element 50 can also ensure that the steering wheel is better centered when actively returning to center, improving the user experience of the steer-by-wire column 100.

[0074] Secondly, embodiments of this application provide a vehicle 1000, including a steer-by-wire column 100 as described in any of the preceding embodiments.

[0075] In the above technical solution, the steer-by-wire column 100 has high reliability, which is beneficial to improving the reliability of the vehicle 1000 that uses the steer-by-wire column 100. Moreover, the structure of the steer-by-wire column 100 is relatively simple, which saves materials and has a smaller weight, which is beneficial to the lightweight design of the vehicle 1000.

[0076] The following reference Figures 2 to 7 According to an embodiment of the present utility model, a steer-by-wire column 100 includes: an outer column 10, a first rotating shaft 20, a second rotating shaft 30, a first elastic element 40, a second elastic element 50, a rotation damping element 60, a first adjusting mechanism 70, a mounting bracket 80, a second adjusting mechanism 90, a third adjusting mechanism 110, and an angle detection element 120.

[0077] The outer tube column 10 includes a first tube column 11 and a second tube column 12. The second tube column 12 is provided with an opening 10a, and the first tube column 11 is provided with a first hole 10b. The first hole 10b is a strip-shaped hole extending along the circumferential direction of the outer tube column 10.

[0078] The first rotating shaft 20 is located inside the first column 11, and the second rotating shaft 30 is located inside the second column 12. The second rotating shaft 30 and the first rotating shaft 20 can move along the axial direction of the outer column 10. The second rotating shaft 30 passes through the opening 10a and is used to connect the steering wheel.

[0079] One end of the first elastic element 40 and the second elastic element 50 is connected to the outer tube column 10, and the other end of the first elastic element 40 and the second elastic element 50 is connected to the first rotating shaft 20. Both the first elastic element 40 and the second elastic element 50 have a first torsion bar 41 and a second torsion bar 42. The first torsion bar 41 passes through the first hole 10b, and the second torsion bar 42 passes through the second hole 20a of the first rotating shaft 20 and is bent. The first elastic element 40 and the second elastic element 50 are angled helical springs. The elastic forces of the second elastic element 50 and the first elastic element 40 act in opposite directions and both extend along the circumference of the outer tube column 10, and their stiffness and magnitude are equal.

[0080] The rotary damping element 60 is a rotary damper and is connected to the first rotating shaft 20.

[0081] The first adjustment mechanism 70 is disposed on the outer tube column 10 and acts on the first torsion bar 41 to adjust the stiffness of the first elastic member 40 or the second elastic member 50. The first adjustment mechanism 70 includes a stop member 71 and a threaded locking member 72. The stop member 71 is located inside the outer tube column 10 and abuts against the first torsion bar 41. The threaded locking member 72 passes through the first hole 10b and is threadedly connected to the stop member 71.

[0082] Mounting bracket 80 connects the first tube column 11 and the second tube column 12. A second adjusting mechanism 90 is mounted on the mounting bracket 80 and can drive the first rotating shaft 20 and the second rotating shaft 30 to be adjustable along the axial direction of the outer tube column 10. A third adjusting mechanism 110 has a rotating shaft 1101, which can drive the first tube column 11 to swing around the rotating shaft 1101 to adjust the tilt angle of the first tube column 11 in the vertical direction.

[0083] Angle detection component 120 is an angle sensor and is disposed on the first column 11 to detect the rotation angle of the first rotating shaft 20. An angle limiting component is disposed on the first column 11 to limit the first rotating shaft 20 when it rotates to a preset angle.

[0084] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The above are merely preferred embodiments of this application and are not intended to limit the application. For those skilled in the art, unless otherwise specified, all implementation methods and optional implementation methods of this application can be combined to form new technical solutions. Unless otherwise specified, all technical features and optional technical features of this application can be combined to form new technical solutions. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A steer-by-wire column, characterized in that, include: An outer tubular column, wherein the outer tubular column is provided with an opening; A first rotating shaft and a second rotating shaft are disposed inside the outer tube column. The second rotating shaft is linked to the first rotating shaft and is closer to the opening than the first rotating shaft. The second rotating shaft passes through the opening. A first elastic element and a second elastic element, one end of the first elastic element and the second elastic element are connected to the outer tube column, the other end of the first elastic element is connected to the first rotating shaft or the second rotating shaft, and the other end of the second elastic element is connected to the first rotating shaft or the second rotating shaft; wherein, the elastic forces of the second elastic element and the first elastic element act in opposite directions and both extend along the circumferential direction of the outer tube column; A rotary damping element, wherein the rotary damping element is connected to the first rotary shaft and / or the second rotary shaft.

2. The steer-by-wire column according to claim 1, characterized in that, Both the first elastic element and the second elastic element are connected to either the first rotating shaft or the second rotating shaft.

3. The steering column by steer according to claim 1 or 2, characterized in that, The first elastic element and the second elastic element are spiral-shaped structural elements.

4. The steer-by-wire column according to claim 3, characterized in that, Both the first elastic element and the second elastic element have a first torsion bar and a second torsion bar. The steering column by wire includes a first adjustment mechanism. The outer column is connected to the first torsion bar through the first adjustment mechanism. The first adjustment mechanism is disposed on the outer column and acts on the first torsion bar to adjust the stiffness of the first elastic element or the second elastic element. The second torsion bar is connected to the corresponding first rotating shaft or the second rotating shaft.

5. The steer-by-wire column according to claim 4, characterized in that, The outer tube column has a first hole corresponding to the position of the first torsion bar. The first hole extends along the circumference of the outer tube column. The first torsion bar passes through the first hole. The first adjustment mechanism includes a stop and a threaded locking member. The stop is located inside the outer tube column and abuts against the first torsion bar. The threaded locking member passes through the first hole and is threadedly connected to the stop.

6. The steer-by-wire column according to claim 4, characterized in that, The first rotating shaft and / or the second rotating shaft are provided with a second hole, and the second torsion bar passes through the second hole and is bent.

7. The steer-by-wire column according to claim 1 or 2, characterized in that, The outer tubular column includes a first tubular column and a second tubular column. The second tubular column has the opening. The first rotating shaft is located inside the first tubular column, and the second rotating shaft is located inside the second tubular column. The second rotating shaft and the first rotating shaft can move along the axial direction of the outer tubular column. The steering column for steer-by-wire includes: The mounting bracket connects the first tubing column and the second tubing column. The second adjustment mechanism is mounted on the mounting bracket and can drive the first rotating shaft and the second rotating shaft to be adjustable along the axial direction of the outer tube column. A third adjustment mechanism has a rotating shaft, which can drive the first tubing to swing around the rotating shaft to adjust the tilt angle of the first tubing in the vertical direction.

8. The steer-by-wire column according to claim 7, characterized in that, The steering column by steer also includes: An angle detection element is disposed on the first tubular column to detect the rotation angle of the first rotating shaft, or the angle detection element is disposed on the second tubular column to detect the rotation angle of the second rotating shaft; An angle limiting member is provided on the first tube column to limit the first rotating shaft when it rotates to a preset angle; or, the angle limiting member is provided on the second tube column to limit the second rotating shaft when it rotates to a preset angle.

9. The steer-by-wire column according to claim 1 or 2, characterized in that, The first elastic element and the second elastic element have the same stiffness and size.

10. A vehicle, characterized in that, Includes the steering column as described in any one of claims 1 to 9.

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