Steering column assembly, steering system and vehicle

Abstract

The present disclosure relates to a steering column assembly, a steering system and a vehicle, the steering column assembly comprising a column and a feel simulator, the column being provided with a first axis, the feel simulator being connected to one end of the column in the direction of the first axis, the feel simulator comprising a motor, an angle detection mechanism and a controller, the motor being provided with a second axis, the first axis coinciding with the second axis, the angle detection mechanism being integrated in the motor, the angle detection mechanism being configured to detect a rotation angle of a steering wheel. The steering column assembly reduces the size in the radial direction of the whole steering column assembly by arranging the feel simulator and the column axially. In addition, by coinciding the second axis of the motor with the first axis of the column, the motor and the column are arranged coaxially, the size in the radial direction is reduced, and the layout compactness can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle manufacturing technology, and more particularly to a steering column assembly, a steering system, and a vehicle. Background Technology

[0002] In related technologies, the steering column assembly's feel simulator is located on the radial side of the column, which has a large radial dimension and occupies a lot of space. Utility Model Content

[0003] The purpose of this disclosure is to provide a steering column assembly, a steering system, and a vehicle to solve the problems in the aforementioned related technologies.

[0004] To achieve the above objectives, one aspect of this disclosure provides a steering column assembly, comprising: A column, connected to the steering wheel, is provided with a first axis; A tactile simulator is connected to one end of the tubular column along the first axial direction; The hand-feel simulator includes a motor, an angle detection mechanism, and a controller. The motor is provided with a second axis, and the first axis coincides with the second axis. The angle detection mechanism is integrated into the motor and is used to detect the rotation angle travel of the steering wheel. In the first axial direction, at least a portion of the controller is located on the side of the motor away from the column, the controller is connected to the motor, and the controller is used to control the current of the motor to generate different torques.

[0005] The above technical solution reduces the radial dimension of the entire steering column assembly by arranging the hand-feed simulator and the steering column axially, meaning they are adjacent along the first axis. This avoids excessive space occupation in the radial direction and facilitates the layout of the steering column assembly. Furthermore, by aligning the second axis of the motor with the first axis of the steering column, the motor and column are arranged coaxially, further reducing the radial dimension and improving layout compactness. Additionally, the angle detection mechanism can detect the steering wheel rotation angle.

[0006] In some possible implementations, the angle detection mechanism further includes an angle sensor and a gear, the gear being drivenly connected to the motor, the angle sensor engaging with the gear to detect the rotation angle of the steering wheel, and the gear including a third axis, the first axis, the second axis, and the third axis coinciding.

[0007] By setting it up in this way, the integrated layout is improved, the integration level is increased, and the layout compactness is enhanced, which can greatly save layout space and thus improve space utilization.

[0008] In some possible implementations, the motor includes a housing and a shaft, the axis of which is the second axis, one end of which extends away from the column and is directly connected to the gear, the shaft being used to drive the gear to rotate.

[0009] This setup reduces costs, improves layout compactness, shrinks size, and minimizes space usage.

[0010] In some possible implementations, the total travel α of the steering wheel rotation angle satisfies -180°≤α≤180°; The gear includes a first gear, which is fixedly connected to the rotating shaft. The first gear cooperates with the angle sensor to detect the rotation angle of the steering wheel. The axis of the first gear is the third axis, which coincides with the second axis.

[0011] This setting adapts to the total travel range of the steering wheel's rotation angle, facilitating the detection of the steering wheel's rotation angle.

[0012] In some possible implementations, in the first axial direction, both the angle sensor and the gear are located on the side of the motor away from the column. The angle sensor and the gear are arranged opposite each other, and the gear is closer to the motor than the angle sensor. A magnetic element is provided on the side of the gear away from the motor, and the magnetic element cooperates with the angle sensor.

[0013] This configuration improves layout compactness, reduces radial dimensions, and minimizes the space occupied in the radial direction.

[0014] In some possible implementations, the total travel α of the steering wheel's rotation angle is greater than 180° or less than -180°; The gear includes a first gear and a second gear. The first gear is fixedly connected to the rotating shaft, and the second gear meshes with the first gear. The first gear and the second gear, together with the angle sensor, are used to detect the rotation angle of the steering wheel. The axis of the first gear is the third axis, and the third axis is parallel to the axis of the second gear.

[0015] This setting adapts to the total travel range of the steering wheel's rotation angle, facilitating the detection of the steering wheel's rotation angle.

[0016] In some possible implementations, the diameter of the first gear is smaller than the diameter of the second gear; The angle sensor includes a first angle sensor and a second angle sensor. The first angle sensor cooperates with the first gear to detect the rotation angle of the first gear. The second angle sensor cooperates with the second gear to detect the number of rotations of the first gear in order to determine the rotation angle travel of the steering wheel.

[0017] This setting ensures the accuracy of the detection.

[0018] In some possible implementations, the transmission ratio between the first gear and the second gear is greater than 3.

[0019] This setup facilitates the detection of a wider range of steering wheel rotation angles.

[0020] In some possible implementations, the number of teeth of the first gear and the number of teeth of the second gear are both prime numbers, and the least common multiple of the number of teeth of the first gear and the number of teeth of the second gear is greater than the total travel of the steering wheel rotation angle. The angle sensor includes a first angle sensor and a second angle sensor. The first angle sensor cooperates with the first gear to detect the rotation angle of the first gear. The second angle sensor cooperates with the second gear to detect the rotation angle of the second gear. By cooperating with the rotation angles of the first gear and the second gear, the rotation angle travel of the steering wheel is detected.

[0021] This setup allows for a wider detection range of steering wheel rotation angles, ensuring accurate detection.

[0022] In some possible implementations, the angle sensor and the gear are housed within the controller.

[0023] This axial layout improves the compactness of the layout and facilitates the control of the motor to produce different torques.

[0024] In some possible implementations, the controller includes a housing and a circuit board, the housing having an opening on the side facing the motor to accommodate the angle sensor and the gear, the angle sensor and the gear being disposed in the opening, and the angle sensor being electrically connected to the circuit board.

[0025] This design allows for the concealment and protection of the angle sensor and gears, simplifying the structure and reducing the size.

[0026] In some possible implementations, a portion of the controller housing is located on one side of the motor along a radial direction perpendicular to the second axis.

[0027] With this configuration, some controllers can be placed on the radial side of the motor as needed.

[0028] In some possible implementations, the motor includes a housing and a shaft extending along the second axial direction, the column includes a steering shaft directly connected to the shaft for connection to a steering wheel, and the torque of the motor is set to be greater than or equal to 8 Nm.

[0029] This design eliminates the need for mechanisms to reduce torque or increase it, simplifying the entire steering column assembly and reducing its size and footprint.

[0030] In some possible implementations, a receiving groove is provided at one end of the steering shaft near the rotating shaft, the rotating shaft extends into the receiving groove, and the steering shaft and the rotating shaft are connected by a locking member; or, The rotating shaft has a receiving groove at one end near the steering shaft, the steering shaft extends into the receiving groove, and the steering shaft is connected to the rotating shaft by a locking member.

[0031] This configuration facilitates the connection between the steering shaft and the pivot shaft.

[0032] In some possible implementations, both ends of the rotating shaft extend out of the housing in the second axial direction, one end of the rotating shaft is connected to the steering shaft, and the other end of the rotating shaft is connected to the angle detection mechanism.

[0033] This configuration allows the rotating shaft to be directly connected to both the steering shaft and the angle detection mechanism.

[0034] In some possible implementations, the housing is provided with a first connecting portion, the column is provided with a second connecting portion, and the first connecting portion and the second connecting portion are fitted together and connected by fasteners.

[0035] This design facilitates the connection between the housing and the tubing.

[0036] A second aspect of this disclosure also provides a steering system including a steering wheel and the aforementioned steering column assembly.

[0037] A third aspect of this disclosure also provides a vehicle including the aforementioned steering column assembly, or including the aforementioned steering system.

[0038] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0039] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a perspective view of a steering column assembly according to one embodiment of the present disclosure.

[0040] Figure 2 This is a structural schematic diagram of a steering column assembly according to one embodiment of the present disclosure.

[0041] Figure 3 This is one embodiment of the present disclosure. Figure 2 A cross-sectional view of plane AA.

[0042] Figure 4 This is a schematic diagram of the structure of a steering shaft according to one embodiment of the present disclosure.

[0043] Figure 5 This is one embodiment of the present disclosure. Figure 4 A cross-sectional view of the BB plane.

[0044] Figure 6 This is one embodiment of the present disclosure. Figure 5 An enlarged diagram of position C in the middle.

[0045] Figure 7 This is a schematic diagram of the structure of the second limiting mechanism according to one embodiment of the present disclosure.

[0046] Figure 8 This is a structural diagram showing the installation position of the first limiting mechanism according to one embodiment of the present disclosure.

[0047] Figure 9 This is a schematic diagram of the structure of a hand-feel simulator according to one embodiment of the present disclosure.

[0048] Figure 10 This is a structural schematic diagram of the gear's mounting position according to one embodiment of this disclosure.

[0049] Explanation of reference numerals in the attached figures 1. Pipe column; 11. Steering shaft; 12. Receiving groove; 13. Second connecting part; 14. Fastener; 15. Outer tube; 2. Hand-feel simulator, 21. Motor, 211. Housing, 212. Shaft, 22. Angle sensor, 23. Gear, 231. First gear, 232. Second gear, 24. Controller, 241. Housing, 242. Circuit board, 243. Opening, 25. First connecting part; 3. Limiting mechanism; 31. First limiting mechanism; 311. Fixed ring; 312. Intermediate ring; 313. Movable ring; 32. Second limiting mechanism; 321. Inner ring sleeve; 322. Outer ring sleeve; 323. Intermediate ring sleeve; 324. Bushing. 4. Four-way adjustment mechanism; 5. First mounting bracket; 6. Second mounting bracket, 61. Pin. Detailed Implementation

[0050] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0051] In this disclosure, unless otherwise stated, directional terms such as "up," "down," "left," "right," "front," and "rear" are generally defined in the context of vehicle use, and "inner" and "outer" refer to the inner and outer parts of the relevant components. Furthermore, terms such as "first" and "second" are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0052] In the description of this disclosure, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can be a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0053] With the improvement of intelligent driver assistance systems and the increasing popularity of smart cockpits, more and more vehicles are adopting steer-by-wire systems to achieve vehicle steering. Compared with traditional mechanical steering systems, steer-by-wire systems eliminate the intermediate shaft between the steering column and the steering gear. Instead, a hand feel simulator is added to the column to simulate the hand force feedback of the driver. At the same time, the angle signal applied by the driver to the steering wheel is transmitted to the steering gear through the wiring harness to achieve vehicle steering control.

[0054] In related technologies, the steering column assembly's feel simulator is located on the radial side of the column, resulting in a large radial dimension and occupying considerable space. For example, the feel simulator is connected to the steering shaft via a motor, reduction gear, torsion bar, etc., and is located on the radial side of the column, and its size is relatively large.

[0055] Therefore, such as Figures 1-10 As shown, one aspect of this disclosure provides a steering column assembly, including a column 1 and a feel simulator 2.

[0056] The steering column 1 is connected to the steering wheel, and the steering column 1 is provided with a first axis. In the direction of the first axis, the feel simulator 2 is connected to one end of the steering column 1.

[0057] The hand-feel simulator 2 includes a motor 21, an angle detection mechanism, and a controller 24. The motor 21 is provided with a second axis, and the first axis coincides with the second axis. The angle detection mechanism is integrated into the motor 21 and is used to detect the rotation angle travel of the steering wheel.

[0058] In the first axial direction, at least part of the controller 24 is located on the side of the motor 21 away from the column 1. The controller 24 is connected to the motor 21 and is used to control the current of the motor 21 to generate different torques.

[0059] In the above technical solution, by arranging the steering simulator 2 and the steering column 1 axially, that is, by arranging the steering simulator 2 and the steering column 1 adjacent to each other along the first axis, the radial dimension of the entire steering column assembly is reduced, avoiding excessive space occupation in the radial direction and facilitating the arrangement of the steering column assembly. Furthermore, by aligning the second axis of the motor 21 with the first axis of the steering column 1, the motor 21 and the steering column 1 are arranged coaxially, reducing the radial dimension and improving layout compactness. Additionally, the angle detection mechanism can detect the steering wheel rotation angle.

[0060] Optionally, in one embodiment of this disclosure, the angle detection mechanism further includes an angle sensor 22 and a gear 23. The gear 23 is connected to the motor 21 for transmission. The cooperation between the angle sensor 22 and the gear 23 detects the rotation angle of the steering wheel. The gear 23 is located on the side of the motor 21 away from the column 1. The gear includes a third axis, and the first axis, second axis, and third axis coincide. This integrated arrangement improves integration and layout compactness, thereby saving layout space and improving space utilization. The angle sensor 22 and the gear 23 cooperate to detect the rotation angle of the steering wheel. The angle sensor 22 and the gear 23 have a flat structure, which occupies little space in the axial direction, further improving layout compactness.

[0061] Optionally, in one embodiment of this disclosure, in the first axial direction, the angle sensor 22 and the gear 23 are both located on the side of the motor 21 away from the column 1. The angle sensor 22 and the gear 23 are arranged opposite to each other. The gear 23 is closer to the motor 21 than the angle sensor 22. A magnetic element is provided on the side of the gear 23 away from the motor 21. The magnetic element cooperates with the angle sensor 22.

[0062] Among them, the angle sensor 22, gear 23, motor 21 and column 1 are all arranged along the first axis, so that the whole is arranged in an axial structure. The axial arrangement of the angle sensor 22 and gear 23 can improve the compactness of the layout, reduce the size in the radial space, and reduce the occupancy of the radial space.

[0063] In this design, the angle sensor 22 and the gear 23 are positioned opposite each other along the first axis. The gear 23 is brought close to the motor 21, allowing the motor 21 to drive the gear 23 to rotate. This transfers the rotational kinetic energy of the steering wheel to the gear 23, enabling the angle sensor 22 to detect the rotation angle of the gear 23 and thus the steering wheel's rotation angle. It is understood that the magnetic component on the gear 23, in conjunction with the angle sensor 22, enables electrical signal detection, thereby determining the rotation angle of the gear 23. In some examples, the magnetic component can be a magnet, and the angle sensor 22 can be a magnetic angle sensor.

[0064] Optionally, in another embodiment of this disclosure, in the radial direction of the motor 21, both the angle sensor 22 and the gear 23 are located on one side of the motor 21. The angle sensor 22 and the gear 23 are arranged opposite to each other, with the gear 23 closer to the motor 21 than the angle sensor 22. A magnetic element is provided on the side of the gear 23 facing away from the motor 21, and the magnetic element cooperates with the angle sensor 22. It should also be noted that the angle sensor 22 and the gear 23 can cooperate to detect the rotation angle, but other detection methods can also be used, that is, without the magnetic element.

[0065] Optionally, in one embodiment of this disclosure, the motor 21 includes a housing 211 and a rotating shaft 212. The axis of the rotating shaft 212 is a second axis, and one end of the rotating shaft 212 extends away from the column 1 and is directly connected to the gear 23. The rotating shaft 212 is used to drive the gear 23 to rotate. By directly connecting the rotating shaft 212 and the gear 23, intermediate structures can be reduced, thereby reducing costs, improving layout compactness, shrinking size, and reducing space occupation. It should be noted that the direct connection here means that there is no intermediate structure between the gear 23 and the rotating shaft 212 for transmission. The gear 23 can be directly sleeved on the rotating shaft 212, and the gear 23 and the rotating shaft 212 are arranged coaxially to achieve coaxial rotation. Thus, the rotation of the rotating shaft 212 can be directly transmitted to the gear 23. The gear 23 is located on the outside of the housing 211 and close to the outer wall of the housing 211, which can further improve the layout compactness and eliminate the need for too many complex structures.

[0066] Optionally, in one embodiment of this disclosure, gear 23 includes a first gear 231, which is fixedly connected to the rotating shaft 212. The first gear 231 cooperates with the angle sensor 22 to detect the rotation angle of the steering wheel. The axis of the first gear 231 is a third axis, which coincides with the second axis. The total travel α of the steering wheel rotation angle satisfies -180°≤α≤180°.

[0067] In this design, the first gear 231 is coaxially arranged and rotates with the rotating shaft 212. Therefore, the rotation angle of the rotating shaft 212 is also the rotation angle of the first gear 231. The first gear 231 then works in conjunction with the angle sensor 22 to detect its rotation angle, from which the steering wheel's rotation angle can be derived. It is understood that one rotation of the first gear 231 is 360°, and the steering wheel can rotate clockwise or counterclockwise. Therefore, the steering wheel's rotation angle must be between -180° and 180°. Thus, the cooperation between the first gear 231 and the angle sensor 22 allows for accurate detection of the steering wheel's rotation angle. If the angle exceeds this range, the specific number of rotations of the steering wheel cannot be determined.

[0068] Optionally, in another embodiment of this disclosure, gear 23 includes a first gear 231 and a second gear 232. The first gear 231 is fixedly connected to the rotating shaft 212, and the second gear 232 meshes with the first gear 231. The first gear 231 and the second gear 232 cooperate with the angle sensor 22 to detect the rotation angle of the steering wheel. The axis of the first gear 231 is a third axis, which is parallel to the axis of the second gear. The total travel α of the steering wheel rotation angle is greater than 180° and less than -180°.

[0069] The first gear 231 is coaxially arranged and rotates with the rotating shaft 212. Therefore, the rotation angle of the rotating shaft 212 is also the rotation angle of the first gear 231. The first gear 231 cooperates with the angle sensor 22 to detect the rotation angle of the first gear 231. Then, the first gear 231 meshes with the second gear 232, causing the first gear 231 to drive the second gear 232 to rotate. Through the cooperation of the angle sensor 22 and the second gear 232, the rotation angle of the second gear 232 can be detected. By detecting the rotation angle of the second gear 232, the rotation angle of the first gear 231 can be verified, and it can be determined whether the first gear 231 has rotated more than one revolution. This expands the detection range of the total travel of the steering wheel rotation angle, and the steering wheel rotation angle can be obtained by reverse deduction. It's understandable that the first gear 231 rotates 360° in one revolution, while the steering wheel can rotate clockwise or counterclockwise. By detecting the rotation angle of the first gear 231, the corresponding steering wheel rotation angle needs to be between -180° and 180°. Based on this, the rotation angle of the second gear 232 is detected to verify whether the first gear 231 has rotated more than one revolution. This ensures that even after the first gear 231 has rotated more than one revolution, the detected rotation angle of the first gear 231 can still be used to deduce the steering wheel rotation angle, allowing the total travel of the steering wheel rotation angle to be greater than 180° or less than -180°. Of course, the steering wheel rotation angle can also be detected using the rotation angle of the first gear 231 within the range of -180° to 180°. In other words, the steering wheel rotation angle can be between -360° and 360°, or between -720° and 720°, etc. The specific range can be set as needed, without further limitations here.

[0070] Optionally, in one embodiment of this disclosure, the transmission ratio between the first gear 231 and the second gear 232 is greater than 3. That is, by setting it this way, it can be ensured that the cooperation between the second gear 232 and the angle sensor 22 is effective, and the rotation angle of the second gear 232 is detected within the range of one revolution of the second gear 232 to verify the rotation of the first gear 231. If the second gear 232 rotates more than one revolution, it may be impossible to accurately determine the number of revolutions of the first gear 231 and the second gear 232.

[0071] In some examples, the size of the first gear 231 can be smaller than the size of the second gear 232, that is, the diameter of the first gear 231 is smaller than the diameter of the second gear 232, so that the number of teeth on the second gear 232 is greater than the number of teeth on the first gear 231. Thus, after the first gear 231 rotates more than one revolution, the second gear 232 rotates within a small range. The number of revolutions of the first gear 231 can be determined based on the rotation angle of the second gear 232, and thus the rotation angle of the first gear 231 can be determined.

[0072] Optionally, the angle sensor 22 includes a first angle sensor and a second angle sensor. The first angle sensor cooperates with the first gear 231 to detect the rotation angle of the first gear 231.

[0073] The second angle sensor works in conjunction with the second gear 232 to detect the rotation angle of the second gear 232. The rotation angle of the second gear 232 is used to determine the number of rotations of the first gear 231. Therefore, the position of the first gear 231 after rotating more than one revolution can be determined, thus determining the steering wheel's rotation angle travel.

[0074] Optionally, in another embodiment of this disclosure, the number of teeth of both the first gear 231 and the second gear 232 are prime numbers, and the least common multiple of the number of teeth of the first gear 231 and the second gear 232 is greater than the total travel of the steering wheel's rotation angle. With this configuration, within the designed range of the steering wheel's rotation angle, the first gear 231 and the second gear 232 have only a unique positional relationship at any rotation angle of the steering wheel. That is, the relative positional relationship between the first gear 231 and the second gear 232 will not repeat. Therefore, the steering wheel's rotation angle can be determined based on the unique relative positional relationship between the first gear 231 and the second gear 232. The diameter relationship between the first gear 231 and the second gear 232 is not limited.

[0075] Optionally, the angle sensor 22 includes a first angle sensor and a second angle sensor. The first angle sensor cooperates with the first gear 231 to detect the rotation angle of the first gear 231.

[0076] The second angle sensor works in conjunction with the second gear 232 to detect the rotation angle of the second gear 232. The rotation angle travel of the steering wheel is determined by the corresponding relationship between the rotation angles of the two first gears 231 and the second gear 232. In other words, the actual rotation angle of the first gear 231 can be determined by the unique positional relationship between the first gear 231 and the second gear 232, thereby obtaining the rotation angle travel of the steering wheel.

[0077] Alternatively, in one embodiment of this disclosure, the rotation angle may include an absolute angle, angular velocity, and angular acceleration.

[0078] Optionally, in one embodiment of this disclosure, in the first axial direction, the controller 24 is located on the side of the motor 21 away from the column 1, the controller 24 is connected to the motor 21, the angle sensor 22 and the gear 23 are disposed in the controller 24, and the controller 24 is used to control the current of the motor 21 to generate different torques.

[0079] The controller 24 controls the motor 21, generating different torques by controlling the current to the motor 21 to simulate different steering feels, allowing the driver to experience steering damping and better control the vehicle. This steering column assembly uses a 48V electronic architecture; both the motor 21 and controller 24 utilize 48V electronic components. The 48V architecture reduces system operating current, lowering the overall vehicle wiring harness cost. Simultaneously, it enhances system performance within the same space.

[0080] The controller 24 is also axially arranged in the first axis direction. That is to say, the controller 24, angle sensor 22, gear 23 and motor 21 are all axially arranged, which can further improve the structural compactness and also facilitate the connection between the angle sensor 22 and the controller 24.

[0081] Optionally, in one embodiment of this disclosure, the controller 24 includes a housing 241 and a circuit board 242. The housing 241 has an opening 243 on the side facing the motor 21 to accommodate the angle sensor 22 and the gear 23. The angle sensor 22 and the gear 23 are disposed in the opening 243, and the angle sensor 22 is electrically connected to the circuit board 242.

[0082] The housing 241 and the motor housing 211 are connected face-to-face, thus avoiding excessive size between them. An opening 243 is provided on the housing 241 to avoid obstructing the angle sensor 22 and gear 23, ensuring they do not interfere with the connection between the housing 241 and the motor housing 211. Furthermore, placing the angle sensor 22 and gear 23 in the opening 243 avoids obstructing their size in the first axial direction, preventing them from becoming too large. The housing 241 also covers and protects the angle sensor 22 and gear 23, thus serving as a protective structure for them. This dual function of the housing 241 eliminates the need for separate protective shells for the angle sensor 22 and gear 23, simplifying the structure and reducing size. In addition, by electrically connecting the angle sensor 22 to the circuit board 242, the angle sensor 22 can be powered and the detection results of the angle sensor 22 can be obtained. The controller 24 can then adjust the current of the motor 21 and control the rotation angle of the steering gear based on the detection results of the angle sensor 22.

[0083] Optionally, in one embodiment of this disclosure, a portion of the housing of the controller 24 is located on one side of the motor 21 along a radial direction perpendicular to the second axis. Optionally, in one embodiment of this disclosure, the motor 21 includes a housing 211 and a rotating shaft 212, the column 1 includes a steering shaft 11, the rotating shaft 212 is directly connected to the steering shaft 11, the steering shaft 11 is used to connect to a steering wheel, and the torque of the motor 21 is set to be greater than or equal to 8 Nm.

[0084] By increasing the torque of motor 21, the rotating shaft 212 of motor 21 is directly connected to the steering shaft 11, enabling direct kinetic energy transmission. This eliminates the need for torque reduction or amplification mechanisms, simplifying the entire steering column assembly and reducing its size and space requirements. Optionally, motor 21 has a second axis along which the rotating shaft 212 extends. This second axis coincides with the first axis, making the rotating shaft 212 coaxial with the steering shaft 11. This allows for coaxial rotation and kinetic energy transmission, achieving direct torque transmission without the need for a reduction gear or torsion bar. The torque transmission path has higher stiffness, resulting in a more direct feel. It should be noted that this direct connection means that there is no torque reduction or amplification mechanism between the steering shaft 11 and the rotating shaft 212; one end of the steering shaft 11 contacts one end of the rotating shaft 212 to achieve coaxial rotation. In some examples, motor 21 is a 15Nm brushless DC motor. Of course, it should be noted that the torque of motor 21 can also be other values, and can be customized according to space layout and cost requirements. No further restrictions will be imposed here.

[0085] Optionally, in one embodiment of this disclosure, a receiving groove 12 is provided at one end of the steering shaft 11 near the rotating shaft 212, the rotating shaft 212 extends into the receiving groove 12, and the steering shaft 11 and the rotating shaft 212 are connected by a locking member.

[0086] The groove of the receiving groove 12 faces the rotating shaft 212, allowing one end of the rotating shaft 212 to extend into the receiving groove 12 and be locked by a locking member, thus connecting the rotating shaft 212 and the steering shaft 11 and enabling coaxial rotation. Optionally, the side wall of the rotating shaft 212 is provided with a first connecting hole extending in the radial direction, and the side wall of the steering shaft 11 is provided with a second connecting hole, which communicates with the receiving groove 12. When the rotating shaft 212 extends into the receiving groove 12, the first connecting hole and the second connecting hole are connected, so that the locking member passes through the first connecting hole and the second connecting hole, thereby achieving the connection and fixation of the steering shaft 11 and the rotating shaft 212. In some examples, the first connecting hole can be a screw hole, and the locking member can be a screw.

[0087] Alternatively, in another embodiment of this disclosure, a receiving groove 12 is provided at one end of the rotating shaft 212 near the steering shaft 11, the steering shaft 11 extends into the receiving groove 12, and the steering shaft 11 and the rotating shaft 212 are connected by a locking member.

[0088] The groove of the receiving groove 12 faces the steering shaft 11, allowing one end of the steering shaft 11 to extend into the receiving groove 12 and be locked by a locking member, thus connecting the rotating shaft 212 and the steering shaft 11 and enabling coaxial rotation. Optionally, the side wall of the rotating shaft 212 is provided with a first connecting hole extending in the radial direction, which communicates with the receiving groove 12. The side wall of the steering shaft 11 is provided with a second connecting hole. When the steering shaft 11 extends into the receiving groove 12, the first connecting hole and the second connecting hole communicate, allowing the locking member to pass through the first and second connecting holes, thereby fixing the steering shaft 11 and the rotating shaft 212. In some examples, the second connecting hole can be a screw hole, and the locking member can be a screw.

[0089] Alternatively, in another embodiment of this disclosure, a receiving groove 12 is provided at one end of the rotating shaft 212 near the steering shaft 11, the steering shaft 11 extends into the receiving groove 12, and the steering shaft 11 and the rotating shaft 212 are connected by a spline to achieve coaxial rotation of the steering shaft 11 and the rotating shaft 212.

[0090] Optionally, in one embodiment of this disclosure, both ends of the rotating shaft 212 extend rotatably out of the housing 211. One end of the rotating shaft 212 is connected to the steering shaft 11, and the other end is connected to the gear 23. By connecting both ends of the rotating shaft 212 to the steering shaft 11 and the gear 23 respectively, the rotation of the steering wheel can be transmitted to the gear 23 via the steering shaft 11 and the rotating shaft 212, thereby enabling the detection of the steering wheel rotation angle.

[0091] The rotating shaft 212 extends along the second axis. The first end of the rotating shaft 212 is connected to the steering shaft 11, and the second end of the rotating shaft 212 is connected to the gear 23. The steering shaft 11 is provided with a receiving groove 12. The first end of the rotating shaft 212 extends into the receiving groove 12, and the gear 23 is fixedly connected to the second end of the rotating shaft 212.

[0092] Optionally, in one embodiment of this disclosure, the housing 211 is provided with a first connecting portion 25, and the column 1 is provided with a second connecting portion 13. The first connecting portion 25 and the second connecting portion 13 are fitted together and connected by a fastener 14. The first connecting portion 25 and the second connecting portion 13 facilitate the connection between the motor 21 and the column 1, ensuring connection strength. In some examples, the first connecting portion 25 and the second connecting portion 13 can be configured as flanges, with interconnected through holes. The fastener 14 passes through the through holes to achieve a secure connection; the fastener 14 can be a bolt. In other examples, the first connecting portion 25 and the second connecting portion 13 can be plates, and the fastener 14 can be a clamping structure to clamp and fix the first connecting portion 25 and the second connecting portion 13.

[0093] Alternatively, in another embodiment of this disclosure, the housing 211 may be welded to the column 1.

[0094] Optionally, in one embodiment of this disclosure, the steering column assembly further includes a limiting mechanism 3, which limits the total rotational travel of the steering wheel. The limiting mechanism 3 restricts the maximum steering angle of the steering wheel, preventing the steering from becoming inoperable due to arbitrary rotation of the steering wheel exceeding the total rotational travel, i.e., exceeding the detection range of the angle sensor 22. It also avoids damage to the vehicle's combination switch components.

[0095] Optionally, in one embodiment of this disclosure, the limiting mechanism 3 includes a first limiting mechanism 31 or a second limiting mechanism 32, the first limiting mechanism 31 being connected to the hand-feel simulator 2, and the second limiting mechanism 32 being connected to the column 1.

[0096] In some examples, the limiting mechanism 3 may be equipped with a first limiting mechanism 31 located on the hand-feel simulator 2. The first limiting mechanism 31 limits the steering of the connection between the hand-feel simulator 2 and the steering shaft 11, thereby limiting the maximum steering angle of the steering wheel. This configuration facilitates assembly, allowing the first limiting mechanism 31 to be assembled simultaneously with the hand-feel simulator 2 and the steering shaft 11.

[0097] In other examples, the limiting mechanism 3 may be equipped with a second limiting mechanism 32 located in the column 1. The second limiting mechanism 32 limits the maximum rotation angle of the steering shaft 11 within the column 1, thereby limiting the maximum steering angle of the steering wheel. This arrangement fully utilizes the space left within the column 1 for the second limiting mechanism 32, while eliminating the limiting structure at the connection point between the hand-feel simulator 2 and the steering shaft 11, thus improving space utilization. Compared to setting a limiting structure at the connection point between the hand-feel simulator 2 and the steering shaft 11, this shortens the axial length by 20mm in the first axial direction, significantly reducing the axial dimension of the entire steering column assembly.

[0098] Optionally, in one embodiment of this disclosure, the first limiting mechanism 31 includes a fixed ring 311, an intermediate ring 312, and a movable ring 313. The motor 21 includes a housing 211 and a rotating shaft 212. The movable ring 313 is sleeved on the rotating shaft 212 and rotates with the rotating shaft 212. The fixed ring 311 is connected to the housing 211. The intermediate ring 312 is located between the movable ring 313 and the fixed ring 311. The intermediate ring 312 is sleeved on the rotating shaft 212. The cooperation of the fixed ring 311, the intermediate ring 312, and the movable ring 313 limits the total rotational travel of the steering wheel.

[0099] The fixed ring 311 is fixedly connected to the housing 211 and remains stationary. The fixed ring 311 acts as a stop against the intermediate ring 312 and the movable ring 313. The movable ring 313 is fitted onto the rotating shaft 212 and rotates coaxially with the rotating shaft 212, which in turn rotates with the steering wheel. In some examples, the movable ring 313 can be fixedly fitted onto the rotating shaft 212 with an interference fit. In other examples, the movable ring 313 can be connected to the rotating shaft 212 via a spline to achieve rotational following. The intermediate ring 312 is freely rotatable around the rotating shaft 212. When the movable ring 313 rotates with the rotating shaft 212, it contacts the intermediate ring 312, pushing the intermediate ring 312 to rotate until it abuts against the fixed ring 311, thus limiting the maximum rotation angle of the steering wheel. It should be noted that the number of intermediate rings 312 can be set according to the design range of the total rotational travel of the steering wheel, and there are no further restrictions here.

[0100] Optionally, in one embodiment of this disclosure, the tubing 1 includes an outer tube 15 and a steering shaft 11. The steering shaft 11 is rotatably connected inside the outer tube 15 and is coaxially arranged with the outer tube 15. A second limiting mechanism 32 is arranged between the outer tube 15 and the steering shaft 11.

[0101] The outer sleeve 15 remains fixed, while the steering shaft 11 can rotate with the steering wheel. Thus, the second limiting mechanism 32 can limit the maximum steering angle of the steering shaft 11, thereby limiting the maximum steering angle of the steering wheel, and the outer sleeve 15 provides a fixed support function.

[0102] Optionally, in one embodiment of this disclosure, the second limiting mechanism 32 includes an inner ring sleeve 321 and an outer ring sleeve 322. The inner ring sleeve 321 is sleeved on the steering shaft 11 and rotates synchronously with the steering shaft 11. The outer ring sleeve 322 is fixedly connected to the inner wall of the outer sleeve 15 and is coaxially arranged with the outer sleeve 15. The cooperation between the inner ring sleeve 321 and the outer ring sleeve 322 limits the total rotational travel of the steering wheel.

[0103] The outer ring sleeve 322 is fixedly connected to the inner wall of the outer sleeve 15, remaining stationary. The outer ring sleeve 322 acts as abutment against the inner ring sleeve 321, which is fitted onto the steering shaft 11. Driven by the steering shaft 11, the inner ring sleeve 321 rotates coaxially with it, following the rotation of the steering shaft 11 and the steering wheel. The rotation information of the steering shaft 11 and the steering wheel is consistent. In some examples, the inner ring sleeve 321 can be fixedly fitted onto the steering shaft 11 with an interference fit. In other examples, the inner ring sleeve 321 can be connected to the steering shaft 11 via a spline to achieve rotational following. By having the steering shaft 11 drive the inner ring sleeve 321 to rotate and abut against the outer ring sleeve 322, the maximum rotation angle of the steering wheel can be limited.

[0104] Optionally, in one embodiment of this disclosure, the second limiting mechanism 32 further includes an intermediate collar 323, which is rotatably sleeved on the steering shaft 11. The intermediate collar 323 is disposed between the inner collar 321 and the outer collar 322, and the cooperation between the intermediate collar 323 and the inner collar 321 and the outer collar 322 restricts the total rotational travel of the steering wheel.

[0105] The intermediate collar 323 is freely rotatable around the steering shaft 11. When the inner collar 321 rotates with the steering shaft 11, it contacts the intermediate collar 323, pushing it to rotate until it abuts against the outer collar 322, thus achieving a limit stop. The intermediate collar 323 increases the travel length of the inner collar 321 as it rotates with the steering shaft 11 under the abutment of the outer collar 322, thereby increasing the total rotational travel of the steering wheel. In some examples, the intermediate collar 323 has radially extending bosses on both sides, which cooperate with the inner collar 321 and the outer collar 322 respectively to transmit rotational energy. It should be noted that if the steering wheel rotation angle is between -180° and 180°, the intermediate collar 323 is not required; if the steering wheel rotation angle is outside the range of -180° to 180°, the intermediate collar 323 is required.

[0106] Optionally, in one embodiment of this disclosure, there are multiple intermediate collars 323, which are spaced apart along the first axis. The total steering wheel travel can be coarsely adjusted by increasing or decreasing the number of intermediate collars 323. That is, the number of intermediate collars 323 can be set according to the design range of the total steering wheel travel, without further limitation. Fine adjustment of the total steering wheel travel can be achieved by adjusting the width of the bosses on the intermediate collars 323.

[0107] Optionally, in one embodiment of this disclosure, the second limiting mechanism 32 further includes a bushing 324, which is sleeved on the steering shaft 11. An intermediate collar 323 is sleeved on the bushing 324, and a gap is left between the inner ring wall of the outer ring sleeve 322 and the outer peripheral wall of the steering shaft 11, with the bushing 324 positioned in the gap. The bushing 324 restricts the axial distance between the outer ring, inner ring sleeve 321, and intermediate collar 323, thereby preventing relative impact and movement, and also eliminating noise.

[0108] Optionally, in one embodiment of this disclosure, the steering column assembly further includes a four-way adjustment mechanism 4. The four-way adjustment mechanism 4 is used to adjust the angle of the steering column 1 in the vehicle's height direction and to adjust the length of the steering column 1 in the vehicle's longitudinal direction. The four-way adjustment mechanism 4 enables vertical and longitudinal adjustment of the steering wheel to meet the needs of different driver body shapes. The four-way adjustment mechanism 4 can be implemented through an adjusting motor 21, a lead screw and nut assembly, and other structures.

[0109] Optionally, in one embodiment of this disclosure, the steering column assembly further includes a first mounting bracket 5, which is connected to a four-way adjustment mechanism 4 and is used to connect to the instrument crossbeam. The first mounting bracket 5 is located close to the steering column 1, providing support for the position of the steering column 1 and ensuring its installation stability. Simultaneously, the first mounting bracket 5 is connected to the four-way adjustment mechanism 4, which adjusts the vertical position and longitudinal length of the steering column 1. In some examples, the first mounting bracket 5 is located above the steering column 1.

[0110] Optionally, in one embodiment of this disclosure, the steering column assembly further includes a second mounting bracket 6, which is connected to the steering simulator 2 and hinged to the instrument crossbeam via a pin 61. The second mounting bracket 6 is located close to the steering simulator 2, providing support for the position of the steering simulator 2 and ensuring its installation stability. Simultaneously, the hinged connection of the second mounting bracket 6 to the instrument crossbeam via the pin 61 allows for vertical adjustment of the steering column 1. In some examples, the second mounting bracket 6 is positioned above the steering simulator 2.

[0111] A second aspect of this disclosure also provides a steering system including a steering wheel and the aforementioned steering column assembly. The steering wheel is connected to the column 1.

[0112] A third aspect of this disclosure also provides a vehicle including the aforementioned steering column assembly, or including the aforementioned steering system.

[0113] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0114] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0115] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A steering column assembly characterized by, include: A column, connected to the steering wheel, is provided with a first axis; A tactile simulator is connected to one end of the tubular column along the first axial direction; The hand-feel simulator includes a motor, an angle detection mechanism, and a controller. The motor is provided with a second axis, and the first axis coincides with the second axis. The angle detection mechanism is integrated into the motor and is used to detect the rotation angle travel of the steering wheel. In the first axial direction, at least a portion of the controller is located on the side of the motor away from the column, the controller is connected to the motor, and the controller is used to control the current of the motor to generate different torques.

2. The steering column assembly of claim 1, wherein The angle detection mechanism further includes an angle sensor and a gear. The gear is connected to the motor for transmission. The angle sensor cooperates with the gear to detect the rotation angle of the steering wheel. The gear includes a third axis, and the first axis, the second axis, and the third axis coincide.

3. The steering column assembly of claim 2, wherein, The motor includes a housing and a rotating shaft. The axis of the rotating shaft is the second axis. One end of the rotating shaft extends away from the tube column and is directly connected to the gear. The rotating shaft is used to drive the gear to rotate.

4. The steering column assembly according to claim 3, characterized in that, The total travel α of the steering wheel rotation angle satisfies -180°≤α≤180°; The gear includes a first gear, which is fixedly connected to the rotating shaft. The first gear cooperates with the angle sensor to detect the rotation angle of the steering wheel. The axis of the first gear is the third axis, which coincides with the second axis.

5. The steering column assembly according to claim 2, characterized in that, In the first axial direction, the angle sensor and the gear are both located on the side of the motor away from the column. The angle sensor and the gear are arranged opposite each other. The gear is closer to the motor than the angle sensor. A magnetic element is provided on the side of the gear away from the motor. The magnetic element cooperates with the angle sensor.

6. The steering column assembly according to claim 3, characterized in that, The total travel α of the steering wheel rotation angle is greater than 180° or less than -180°; The gear includes a first gear and a second gear. The first gear is fixedly connected to the rotating shaft, and the second gear meshes with the first gear. The first gear and the second gear, together with the angle sensor, are used to detect the rotation angle of the steering wheel. The axis of the first gear is the third axis, and the third axis is parallel to the axis of the second gear.

7. The steering column assembly of claim 6, wherein The diameter of the first gear is smaller than the diameter of the second gear; The angle sensor includes a first angle sensor and a second angle sensor. The first angle sensor cooperates with the first gear to detect the rotation angle of the first gear. The second angle sensor cooperates with the second gear to detect the number of rotations of the first gear in order to determine the rotation angle travel of the steering wheel.

8. The steering column assembly of claim 7, wherein The transmission ratio between the first gear and the second gear is greater than 3.

9. The steering column assembly of claim 6, wherein The number of teeth of the first gear and the number of teeth of the second gear are both prime numbers, and the least common multiple of the number of teeth of the first gear and the number of teeth of the second gear is greater than the total travel of the steering wheel rotation angle; The angle sensor includes a first angle sensor and a second angle sensor. The first angle sensor cooperates with the first gear to detect the rotation angle of the first gear. The second angle sensor cooperates with the second gear to detect the rotation angle of the second gear. By cooperating with the rotation angles of the first gear and the second gear, the rotation angle travel of the steering wheel is detected.

10. The steering column assembly of claim 2, wherein The angle sensor and the gear are located within the controller.

11. The steering column assembly of claim 10, wherein, The controller includes a housing and a circuit board. The housing has an opening on the side facing the motor to accommodate the angle sensor and the gear. The angle sensor and the gear are disposed in the opening, and the angle sensor is electrically connected to the circuit board.

12. The steering column assembly according to claim 1, characterized in that, Part of the controller housing is located on one side of the motor along a radial direction perpendicular to the second axis.

13. The steering column assembly of claim 1, wherein The motor includes a housing and a rotating shaft, the rotating shaft extending along the second axis direction, the column includes a steering shaft, the rotating shaft being directly connected to the steering shaft, the steering shaft being used to connect to a steering wheel, and the torque of the motor being set to be greater than or equal to 8 Nm.

14. The steering column assembly of claim 13, wherein The steering shaft has a receiving groove at one end near the rotating shaft, and the rotating shaft extends into the receiving groove. The steering shaft and the rotating shaft are connected by a locking member; or... The rotating shaft has a receiving groove at one end near the steering shaft, the steering shaft extends into the receiving groove, and the steering shaft is connected to the rotating shaft by a locking member.

15. The steering column assembly according to claim 13, characterized in that, In the direction of the second axis, both ends of the rotating shaft extend out of the housing. One end of the rotating shaft is connected to the steering shaft, and the other end of the rotating shaft is connected to the angle detection mechanism.

16. The steering column assembly of claim 13, wherein The housing is provided with a first connecting part, and the column is provided with a second connecting part. The first connecting part and the second connecting part are attached to each other and connected by fasteners.

17. A steering system characterized by, Includes a steering wheel and a steering column assembly as described in any one of claims 1-16.

18. A vehicle characterized by comprising: It includes the steering column assembly as described in any one of claims 1-16, or the steering system as described in claim 17.

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