A kind of steering limiting mechanism, by-wire steering column, by-wire steering system and vehicle

Abstract

The utility model discloses a kind of steering limiting mechanism, line control steering column, line control steering system and vehicle, steering limiting mechanism includes steering column, steering shaft and limiting piece, limiting piece includes two clockwork springs, two clockwork springs are distributed between steering shaft and steering column along axial interval, and are all sleeved on steering shaft, the spiral direction of two clockwork springs is opposite, and the inner end of clockwork spring is connected with steering shaft, the outer end of clockwork spring is connected with the inner wall of steering column, two clockwork springs are used to limit the rotation angle of steering shaft relative to steering column. By connecting between steering shaft and steering column through two clockwork springs with opposite spiral direction, so that steering shaft relative to steering column no matter is along clockwise or counterclockwise rotation, the maximum rotation stroke of steering shaft can be limited by two clockwork springs respectively, and two clockwork springs do not interfere with each other.

Description

Technical Field

[0001] This utility model belongs to the field of steer-by-wire technology, and particularly relates to a steering limit mechanism, a steer-by-wire system, and a vehicle. Background Technology

[0002] As automobiles become increasingly electrified, steer-by-wire systems are also being used in vehicles. Currently, steer-by-wire systems directly convert the steering wheel's rotation signal into an electrical signal to control the vehicle's steering. There is no mechanical connection between the steering column and the power steering unit, which means the rotational travel between the steering shaft and the steering column is unrestricted. Therefore, a limiting component is installed between the steering shaft and the steering column in a steer-by-wire system. The purpose of this limiting component is to limit the maximum clockwise and counterclockwise rotation of the steering shaft (equivalent to limiting the steering wheel's maximum left and right turn). Currently, there are many types of limiting components for steer-by-wire systems, but they are mostly complex and require additional... The additional space occupied by the steering column leads to an increase in its volume. For example, document DE102013014137B3, "Mechanical Device for Limiting Steering Angle (Lenkanschlag)," discloses the use of two tension ropes with opposite winding directions to limit the steering stroke of the steering shaft. However, each tension rope is also matched with a rope retractor to keep the tension rope always taut. But two rope retractors undoubtedly increase the volume and complexity of the entire steering column. For example, document CN117799686A, "Steering Device and Steering Limiting Mechanism of Drive-by-Wire Steering Wheel," discloses the use of a spiral track, which makes the entire structure more complex. Utility Model Content

[0003] In order to solve the above-mentioned technical problems, the purpose of this utility model is to provide a steering limiting mechanism that has a simple structure and can limit the rotational travel of the steering shaft while providing steering resistance during steering.

[0004] To achieve the above objectives, the technical solution of this utility model is as follows: A steering limiting mechanism includes a steering column, a steering shaft, and a limiting member. The steering shaft is coaxially inserted into the steering column and rotatably connected to it. An annular gap exists between the steering shaft and the steering column. The steering column and the steering shaft are connected by the limiting member, which limits the rotational travel of the steering shaft relative to the steering column. The limiting member includes two springs. The two springs are axially spaced between the steering shaft and the steering column and are both sleeved on the steering shaft. The helical directions of the two springs are opposite, and the inner end of each spring is connected to the steering shaft, while the outer end of each spring is connected to the inner wall of the steering column.

[0005] The beneficial effects of the above-mentioned technical solution of this utility model are as follows: by connecting the steering shaft and the steering column with two springs with opposite helical directions, the maximum rotational stroke of the steering shaft relative to the steering column can be limited by the two springs respectively when the steering shaft rotates clockwise or counterclockwise (when either spring is tightened to its limit, the steering shaft cannot continue to rotate in that direction). The springs maintain a certain rigidity and always maintain a helical structure, regardless of whether they are tightened or loosened. They do not occupy additional space, and the two springs do not interfere with each other.

[0006] Based on the above technical solution, the present invention can be further improved as follows: Furthermore, the inner ends of the two springs are distributed opposite to each other on the axial projection plane of the steering shaft; and / or, the outer ends of the two springs are distributed opposite to each other on the axial projection plane of the steering column.

[0007] The beneficial effect of the above-mentioned further technical solution is that, in this way, the length of the spring can be relatively small while maintaining a consistent steering stroke of the steering shaft.

[0008] Furthermore, the inner and outer ends of the spring are both bent to form clips, a first clip groove is recessed at the connection between the steering shaft and the inner end of the spring, and a second clip groove is recessed at the connection between the inner wall of the steering column and the outer end of the spring. The clips at both ends of the spring are respectively inserted into the corresponding first and second clip grooves.

[0009] The beneficial effect of the above-mentioned further technical solution is that it makes it more convenient to connect the spring to the steering shaft and the steering column.

[0010] Furthermore, the steering shaft also includes two first insert strips. The first clamping groove is a trapezoidal groove or a fan-shaped annular groove. The width of the opening end of the first clamping groove is smaller than the width of its bottom. The inner wall of at least one side of the first clamping groove is inclined. The first insert strip cooperates with the first clamping groove. One first insert strip is inserted into each first clamping groove. The clamping lug of the inner end of each spring is clamped between the inner wall of the inclined side of the corresponding first clamping groove and the first insert strip. And / or, the steering column further includes two second insert strips, the second clamping groove is a trapezoidal groove or a fan-shaped annular groove, the width of the opening end of the second clamping groove is less than the width of its bottom, and the inner wall of at least one side of the second clamping groove is inclined, the second insert strip cooperates with the second clamping groove, one second insert strip is inserted into each second clamping groove, and the clamping lug of the outer end of each spring spring is clamped between the inner wall of the inclined side of the corresponding second clamping groove and the second insert strip.

[0011] The beneficial effect of the above-mentioned further technical solution is that the clamps at both ends of the spring are not easy to come loose from the first and second clamping grooves, and the greater the pulling force of the spring ends on the clamps, the better the clamping effect of the spring ends in the corresponding first and second clamping grooves.

[0012] Furthermore, the steering column includes an upper column and a lower column, and the steering shaft includes an upper shaft body and a lower shaft body. The upper shaft body is coaxially rotatably disposed within the upper column, and the lower shaft body is coaxially rotatably disposed within the lower column. The lower end of the upper column and the upper end of the lower column are axially slidably connected, and the lower end of the upper shaft body and the upper end of the lower shaft body are axially slidably connected. Under the action of an external force, the upper shaft body rotates relative to the upper column, and drives the lower shaft body to rotate synchronously relative to the lower column; or under the action of an external force, the upper shaft body moves axially relative to the lower shaft body, and drives the upper column to move synchronously relative to the lower column. The spring is disposed between the upper shaft body and the upper column and / or between the lower shaft body and the lower column.

[0013] The beneficial effect of the above-mentioned further technical solution is that it enables the entire steering limit mechanism to also have a length adjustment function.

[0014] Furthermore, the lower end of the upper shaft is provided with a male connector, and the upper end of the lower shaft is provided with a female connector that mates with the male connector. The male connector and the female connector are interlocked and can slide relative to each other along the axial direction.

[0015] The beneficial effect of the above-mentioned further technical solution is that it allows the upper shaft and the lower shaft to be inserted into each other at their close ends, providing axial sliding allowance at the insertion point, while preventing them from rotating relative to each other.

[0016] Furthermore, the male connector is a non-circular inner hole socket, and the female connector is a pin, or the male connector is a pin and the female connector is a non-circular inner hole socket.

[0017] The beneficial effect of the above-mentioned further technical solution is that it enables the male and female parts of the connector to be coaxially connected, but they can only move relative to each other along the axial direction and cannot rotate relative to each other.

[0018] The second objective of this invention is to provide a steer-by-wire system that is simple in structure, can simulate steering resistance, and can limit the steering stroke.

[0019] To achieve the above objectives, the technical solution of this utility model is as follows: a steer-by-wire column, including a hand feel simulator, a steering angle sensor and a steering limit mechanism as described above, wherein the hand feel simulator is installed at one end of the steering column and its drive end is coaxially and fixedly connected to the corresponding end of the steering shaft, and the steering angle sensor is installed on the steering limit mechanism to monitor the steering angle value of the steering shaft relative to the steering column.

[0020] The beneficial effects of the above-mentioned technical solution of this utility model are as follows: the steering angle of the steer-by-wire column can be limited, and steering resistance can be applied by the hand feel simulator when steering, and the rotation angle of the steering shaft relative to the steering column can be monitored in real time by the angle sensor.

[0021] The third objective of this invention is to provide a steer-by-wire system that is simple in structure, can simulate steering resistance, and can limit the steering stroke.

[0022] To achieve the above objectives, the technical solution of this utility model is as follows: a steer-by-wire system, characterized in that it includes a steer-by-wire column as described above.

[0023] The beneficial effects of the above-mentioned technical solution of this utility model are as follows: the steering shaft of the steer-by-wire system can be limited by the rotation angle travel by the spring, whether the rotation is clockwise or counterclockwise, and the steering resistance can be applied by the spring during the rotation.

[0024] The fourth objective of this invention is to provide a vehicle that adopts a steer-by-wire mode.

[0025] To achieve the above objectives, the technical solution of this utility model is as follows: a vehicle, characterized in that it includes the steer-by-wire system as described above.

[0026] The beneficial effects of the above-mentioned technical solution of this utility model are that the steer-by-wire system of the vehicle has a simple structure and a small size. Attached Figure Description

[0027] Figure 1 This is an elevation view of the steering limit mechanism of Embodiment 1 of this utility model; Figure 2 This is a schematic diagram showing the distribution of the two mainsprings in Embodiment 1 of this utility model; Figure 3 This is a front view of the steering limiting mechanism described in Embodiment 1 of this utility model; Figure 4 for Figure 3 Sectional view at point AA; Figure 5 This is a schematic diagram showing the connection between the spring-loaded spring, the steering column, and the steering shaft as described in Embodiment 2 of this utility model; Figure 6 This is a front view of the steering limiting mechanism described in Embodiment 3 of this utility model; Figure 7 for Figure 6 Sectional view at point AA; Figure 8 This is one of the mating diagrams of the male and female connectors in Embodiment 3 of this utility model; Figure 9 This is the second diagram showing the fit between the male and female connectors in Embodiment 3 of this utility model. Figure 10 for Figure 6 Sectional view at point BB; Figure 11 This is an elevation view of the steering limiting mechanism described in Embodiment 3 of this utility model; Figure 12 This is an elevation view of the lower tubular column described in Embodiment 3 of this utility model; Figure 13 This is an elevation view of the steering column described in Embodiment 4 of this utility model; Figure 14 This is a schematic diagram of the electrical connections of the steering column, steering actuator, and steering controller described in Embodiment 5 of this utility model.

[0028] In the diagram: 1. Steering column; 1a. Upper column; 1b. Lower column; 11. Second clamping groove; 12. Second insert strip; 13. Sliding hole; 14. Sliding part; 2. Steering shaft; 2a. Upper shaft body; 2b. Lower shaft body; 21. First clamping groove; 22. First insert strip; 23. Male connector; 24. Female connector; 3. Spring; 3a. First spring; 3b. Second spring; 31. Clamping lug; 4. Bearing; 10. Steering limit mechanism; 20. Hand feel simulator; 30. Angle sensor; 100. Drive-by-wire steering column; 200. Steering actuator; 300. Steering controller. Detailed Implementation

[0029] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be more thorough and complete.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0031] It is understood that spatial relation terms such as “below,” “under,” “below,” “below,” “above,” “above,” etc., can be used here to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms also include different orientations of the device in use and operation. For example, if the device in the figure is flipped, the element or feature described as “below,” “below,” or “below” will be oriented “above” the other element or feature. Therefore, the exemplary terms “below” and “under” can include both upper and lower orientations. Furthermore, the device may also include other orientations (e.g., rotated 90 degrees or other orientations), and the spatial descriptive terms used herein will be interpreted accordingly.

[0032] It should be noted that when one element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intermediary element. In the following embodiments, "connection" should be understood as "electrical connection," "communication connection," etc., if the connected circuits, modules, units, etc., have the transmission of electrical signals or data between them.

[0033] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising,” “including,” or “having,” etc., specify the presence of the stated feature, whole, step, operation, component, part, or combination thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof.

[0034] Example 1 like Figures 1-4As shown, this embodiment provides a steering limiting mechanism, including a steering column 1, a steering shaft 2, and a limiting member. The steering shaft 2 is coaxially inserted into the steering column 1 and rotatably connected to the steering column 1, with an annular gap between the steering shaft 2 and the steering column 1. The steering column 1 and the steering shaft 2 are connected by the limiting member, which limits the rotational travel of the steering shaft 2 relative to the steering column 1. The limiting member includes two springs 3, which are axially spaced between the steering shaft 2 and the steering column 1 and are both sleeved on the steering shaft 2. The helical directions of the two springs 3 are opposite, and the inner end of the spring 3 is connected to the steering shaft 2, while the outer end of the spring 3 is connected to the inner wall of the steering column 1. The two springs 3 are used together to limit the rotational angle of the steering shaft 2 relative to the steering column 1. By connecting the steering shaft 2 and the steering column 1 with two clockwork springs 3 with opposite helical directions, the maximum rotational stroke of the steering shaft 2 relative to the steering column 1 can be limited by the two clockwork springs 3 respectively (when either clockwork spring 3 is tightened to its limit, the steering shaft 2 cannot continue to rotate in that direction). The clockwork spring 3 maintains a certain rigidity and always maintains a helical structure, regardless of whether it is tightened or loosened. It does not occupy additional space, and the two clockwork springs 3 do not interfere with each other.

[0035] like Figure 3 and 4 As shown, in this embodiment, the steering shaft 2 is rotatably connected to the steering column 1 via the bearing 4. In this embodiment, one end of the steering shaft 2 extends out of the steering column 1 for coaxial mounting of the steering wheel.

[0036] like Figure 1 and Figure 2 As shown, the operating principle of the steering limit mechanism provided in this embodiment is as follows (for ease of distinction, the two spring springs 3 are defined as the first spring spring 3a and the second spring spring 3b, respectively): When the steering shaft 2 is in the return-to-center state, both of the spring springs 3 are in the initial state (i.e., relaxed and natural state). When the steering shaft 2 rotates clockwise relative to the steering column 1 from the return-to-center state under the action of external force, the first spring 3a tends to tighten, while the second spring 3b tends to loosen. When the first spring 3a tightens to its limit, the steering shaft 2 can no longer rotate clockwise (the steering shaft 2 reaches the limit position of clockwise rotation). When the steering shaft 2 rotates counterclockwise relative to the steering column 1 from the return-to-center state under the action of external force, the second spring 3b tends to tighten, while the first spring 3a tends to loosen. When the second spring 3b tightens to its limit, the steering shaft 2 can no longer rotate counterclockwise (the steering shaft 2 reaches the limit position of counterclockwise rotation).

[0037] like Figure 1 and Figure 2 As shown, in this embodiment, the inner ends of the two springs 3 are distributed opposite to each other on the axial projection plane of the steering shaft 2; and / or, the outer ends of the two springs 3 are distributed opposite to each other on the axial projection plane of the steering column 1. This allows for a relatively small length of the springs 3 while maintaining a consistent steering stroke for the steering shaft 2.

[0038] like Figure 1 and Figure 2 As shown, in this embodiment, both the inner and outer ends of the spring 3 are bent to form clamping lugs 31. A first clamping groove 21 is recessed at the connection point between the steering shaft 2 and the inner end of the spring 3, and a second clamping groove 11 is recessed at the connection point between the inner wall of the steering column 1 and the outer end of the spring 3. The clamping lugs 31 at both ends of the spring 3 are respectively inserted into the corresponding first and second clamping grooves 21 and 11. This makes it more convenient to connect the spring 3 to the steering shaft 2 and the steering column 1.

[0039] like Figure 1 As shown, in this embodiment, the first clamping groove 21 and the second clamping groove 11 are both slit-shaped grooves, and their groove width is equivalent to the thickness of the clamping ear 31.

[0040] For the vehicle steering wheel, the angle of return to center is used as the starting point for steering. It can usually turn left by about one and a half turns and turn right by about one and a half turns, that is, the overall rotation distance is about three turns. The lengths of the two spring springs 3 need to meet the above steering distance requirements.

[0041] Example 2 Same as Example 1, except that, as Figure 5 As shown, in this embodiment, the steering shaft 2 further includes two first insert strips 22. The first clamping groove 21 is a trapezoidal groove or a fan-shaped annular groove. The width of the opening end of the first clamping groove 21 is smaller than the width of its bottom. The inner wall of at least one side of the first clamping groove 21 is inclined. The first insert strip 22 cooperates with the first clamping groove 21. One first insert strip 22 is inserted into each first clamping groove 21. The clamping lug 31 of the inner end of each spring spring 3 is clamped between the inner wall of the inclined side of the corresponding first clamping groove 21 and the first insert strip 22. Similarly, the steering column 1 also includes two second insert strips 12. The second clamping groove 11 is a trapezoidal groove or a fan-shaped annular groove. The width of the opening end of the second clamping groove 11 is smaller than the width of its bottom. At least one inner wall of the second clamping groove 11 is inclined. The second insert strip 12 cooperates with the second clamping groove 11, and one second insert strip 12 is inserted into each second clamping groove 11. The clamping lug 31 at the outer end of each spring 3 is clamped between the inner wall of the inclined side of the corresponding second clamping groove 11 and the second insert strip 12. This makes it difficult for the clamping lugs 31 at both ends of the spring 3 to loosen from the first clamping groove 21 and the second clamping groove 11. The greater the pulling force of the spring 3 end on the clamping lug 31, the better the clamping effect of the clamping lugs 31 at both ends of the spring 3 in the corresponding first clamping groove 21 and the second clamping groove 11.

[0042] Preferably, in this embodiment, both sides of the clamp ear 31 are friction surfaces, and the contact surfaces of the first clamp groove 21, the second clamp groove 11, the first insert strip 22 and the second insert strip 12 with the clamp ear are also friction surfaces. This can improve the clamp ear 31's mounting effect. In this embodiment, the friction surface can be a densely distributed irregular groove structure.

[0043] Preferably, in this embodiment, the two spring springs 3 are disposed at the lower inner end between the steering shaft 2 and the steering column 1, so that the lower end of the first clamping groove 21 can penetrate the lower end of the steering shaft 2, which facilitates the insertion of the first inserting strip 22 from the lower end of the corresponding first clamping groove 21. Similarly, the lower end of the second clamping groove 11 can also penetrate the lower end of the steering column 1, which facilitates the insertion of the second inserting strip 12 from the lower end of the corresponding second clamping groove 11.

[0044] Example 3 like Figure 6 and Figure 7As shown, similar to Embodiment 1 or Embodiment 2, the difference is that in this embodiment, the steering column 1 includes an upper column 1a and a lower column 1b, and the steering shaft 2 includes an upper shaft body 2a and a lower shaft body 2b. The upper shaft body 2a is coaxially rotatably disposed within the upper column 1a, and the lower shaft body 2b is coaxially rotatably disposed within the lower column 1b. The lower end of the upper column 1a and the upper end of the lower column 1b are axially slidably connected, and the lower end of the upper shaft body 2a and the upper end of the lower shaft body 2b are axially slidably connected. The axial sliding connection allows the upper shaft 2a to rotate relative to the upper tube column 1a under external force, causing the lower shaft 2b to rotate synchronously relative to the lower tube column 1b. Alternatively, the upper shaft 2a can move axially relative to the lower shaft 2b under external force, causing the upper tube column 1a to move synchronously axially relative to the lower tube column 1b. The spring spring 3 is disposed between the upper shaft 2a and the upper tube column 1a and / or between the lower shaft 2b and the lower tube column 1b. This design also provides the steering limit mechanism with a length adjustment function.

[0045] like Figure 7 As shown, in this embodiment, the upper shaft 2a and the upper tube column 1a are rotatably connected by a bearing 4, and the lower shaft 2b and the lower tube column 1b are also rotatably connected by a bearing 4.

[0046] like Figure 6 , Figure 7 and Figure 10 As shown, in this embodiment, the upper end of the upper shaft 2a extends out of the upper column 1a for coaxial mounting of the steering wheel.

[0047] like Figure 7 As shown, in this embodiment, both springs 3 can be disposed between the upper tube 1a and the upper shaft 2a, or both can be disposed between the lower tube 1b and the lower shaft 2b; alternatively, one spring 3 can be disposed between the upper tube 1a and the upper shaft 2a, while the other spring 3 is disposed between the lower tube 1b and the lower shaft 2b. Preferably, both springs 3 are disposed at the lower inner end between the lower tube 1b and the lower shaft 2b.

[0048] like Figure 7 As shown, in this embodiment, the lower end of the upper shaft 2a is provided with a male connector 23, and the upper end of the lower shaft 2b is provided with a female connector 24 that mates with the male connector 23. The male connector 23 and the female connector 24 are interlocked, and they can slide relative to each other along the axial direction. This allows the ends of the upper shaft 2a and the lower shaft 2b that are close to each other to be interlocked, providing axial sliding allowance at the interlocking point, while preventing them from rotating relative to each other.

[0049] like Figure 8As shown, in this embodiment, the male connector 23 is a non-circular inner hole connector sleeve, and the female connector 24 is a connector post, or as... Figure 9 As shown, the male connector 23 is a connector post, and the female connector 24 is a connector sleeve with a non-circular inner hole.

[0050] like Figure 8 and Figure 9 As shown in this embodiment, the plug sleeve can be a spline sleeve, and the plug post can be a spline post, or the inner hole of the plug sleeve is a regular polygonal hole, and the plug post is a regular polygonal post.

[0051] like Figure 6 , Figure 7 , Figure 10 and Figure 11 As shown, in this embodiment, the upper tube column 1a and the lower tube column 1b are connected at their close ends. The lower end of the upper tube column 1a can be slidably fitted inside the upper end of the lower tube column 1b, or the upper end of the lower tube column 1b can be slidably fitted inside the lower end of the upper tube column 1a.

[0052] Preferred, such as Figure 6 , Figure 7 , Figure 10 and Figure 11 As shown, the lower end of the upper tube column 1a is slidably fitted inside the upper end of the lower tube column 1b. The lower tube column 1b has multiple straight sliding holes 13 spaced circumferentially, with the length direction of each sliding hole 13 aligned with the upper end direction of the lower tube column 1b. The outer wall of the lower end of the upper tube column 1a has multiple protruding sliding portions 14 spaced circumferentially. Each sliding portion 14 corresponds one-to-one with a sliding hole 13, and each sliding portion 14 extends into its corresponding sliding hole 13. This design allows for circumferential positioning of the upper tube column 1a relative to the lower tube column 1b (i.e., restricting relative rotation between them), while also guiding and limiting their axial sliding to prevent them from slipping off axially.

[0053] like Figure 12 As shown, in this embodiment, the side wall of the lower tube column 1b near the upper tube column 1a is partially open in an arc shape (and its arc center angle is greater than 180°), and the sliding hole 13 is provided on both sides of the open.

[0054] In this embodiment, the sliding part 14 can be a sliding pin or a pulley.

[0055] In this embodiment, when the steering limiting mechanism is extended to its maximum length, it is necessary to ensure that the upper column 1a and the lower column 1b do not become loose, and that the upper shaft 2a and the lower shaft 2b do not become loose.

[0056] In this embodiment, the upper column 1a and the upper shaft 2a can be used as the upper part of the steering column, while the lower column 1b and the lower shaft 2b can be used as the lower part of the steering column. At this time, the upper part and the lower part of the steering column can be extended and retracted relative to each other to adjust the length. The core of this embodiment is that a limiting mechanism composed of two spring springs 3 is added between the steering column 1 and the steering shaft 2.

[0057] Example 4 like Figure 13 As shown, this embodiment provides a steer-by-wire column, including a hand feel simulator 20, a steering angle sensor 30, and a steering limiting mechanism 10 as described in Embodiments 1, 2, or 3. The hand feel simulator 20 is installed at one end of the steering column 1, and its drive end is coaxially and fixedly connected to the corresponding end of the steering shaft 2. The steering angle sensor 30 is installed on the steering limiting mechanism 10 and is used to monitor the steering angle value of the steering shaft 2 relative to the steering column 1. This allows the steering angle of the steer-by-wire column to be limited, and at the same time, the hand feel simulator 20 can apply steering resistance during steering, while the steering angle sensor 30 monitors the rotation angle of the steering shaft 2 relative to the steering column 1 in real time.

[0058] The structure and installation method of the hand-feel simulator 20 and the corner sensor 30 described in this embodiment are both existing technologies and will not be described in detail here.

[0059] Taking the angle sensor 30 as an example of a ring encoder, it has a stator ring and a mover ring, which are assembled between the steering column 1 and the steering shaft 2. Specifically, the mover ring is coaxially fixedly sleeved on the steering shaft 2, while the stator ring is coaxially fixedly embedded in the steering column 1. When the steering shaft 2 rotates relative to the steering column 1, the mover ring will rotate relative to the stator ring (similar to the assembly structure of a bearing, which will not be described in detail here).

[0060] The hand-feel simulator 20 described in this embodiment is existing technology, so it will not be described in detail here.

[0061] Example 5 like Figure 14 As shown, this embodiment provides a steer-by-wire system, including a steer-by-wire column 100 as described in Embodiment 4. Whether the steering shaft 2 of this steer-by-wire system rotates clockwise or counterclockwise, the rotation angle travel can be limited by a spring-loaded spring 3, and steering resistance can be applied by the spring-loaded spring 3 during rotation.

[0062] The steer-by-wire system described in this embodiment also includes a steering actuator 200 and a steering controller 300. The steering wheel is mounted on the upper end of the steering shaft 2. Both the steer-by-wire column 100 and the steering actuator 200 are electrically connected to the vehicle's steering controller 300 (specifically, the steer-by-wire column 100 consists of a steering angle sensor 30 and a hand-feel simulator 20 electrically connected to the steering controller 300). In this embodiment, the steering controller 300 can be an ARM series microcontroller or a higher-performance automotive-grade control chip.

[0063] The steering actuator 200 described in this embodiment is existing technology, so it will not be described in detail here.

[0064] Example 6 This embodiment provides a vehicle including the steer-by-wire system as described in Embodiment 5. The steer-by-wire system of this vehicle has a simple structure and a small size.

[0065] The vehicle described in this embodiment may be a commercial vehicle, passenger vehicle, tractor, or engineering vehicle, etc.

[0066] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A steering limit mechanism, characterized in that, The system includes a steering column (1), a steering shaft (2), and a limiting member. The steering shaft (2) is coaxially inserted inside the steering column (1) and rotatably connected to the steering column (1). There is an annular gap between the steering shaft (2) and the steering column (1). The steering column (1) and the steering shaft (2) are connected by the limiting member. The limiting member is used to limit the rotational stroke of the steering shaft (2) relative to the steering column (1). The limiting member includes two springs (3). The two springs (3) are axially spaced between the steering shaft (2) and the steering column (1) and are both sleeved on the steering shaft (2). The helical directions of the two springs (3) are opposite, and the inner end of the spring (3) is connected to the steering shaft (2). The outer end of the spring (3) is connected to the inner wall of the steering column (1).

2. The steering limiting mechanism according to claim 1, characterized in that, The inner ends of the two springs (3) are distributed opposite each other on the axial projection plane of the steering shaft (2); And / or, the outer ends of the two springs (3) are distributed opposite each other on the axial projection plane of the steering column (1).

3. The steering limiting mechanism according to claim 1 or 2, characterized in that, The inner and outer ends of the spring (3) are bent to form clips (31). The side wall of the steering shaft (2) is recessed at the connection with the inner end of the spring (3). The inner wall of the steering column (1) is recessed at the connection with the outer end of the spring (3). The clips (31) at both ends of the spring (3) are respectively inserted into the corresponding first clip (21) and second clip (11).

4. The steering limiting mechanism according to claim 3, characterized in that, The steering shaft (2) also includes two first insert strips (22). The first clamping groove (21) is a trapezoidal groove or a fan-shaped annular groove. The width of the opening end of the first clamping groove (21) is smaller than the width of its bottom. The inner wall of at least one side of the first clamping groove (21) is inclined. The first insert strip (22) cooperates with the first clamping groove (21). One first insert strip (22) is inserted into each first clamping groove (21). The clamping ear (31) at the inner end of each spring spring (3) is clamped between the inner wall of the inclined side of the corresponding first clamping groove (21) and the first insert strip (22). And / or, the steering column (1) further includes two second insert strips (12), the second clamping groove (11) is a trapezoidal groove or a fan-shaped annular groove, the width of the groove opening of the second clamping groove (11) is less than the width of its groove bottom, and the inner wall of at least one side of the second clamping groove (11) is inclined, the second insert strip (12) cooperates with the second clamping groove (11), one second insert strip (12) is inserted in each second clamping groove (11), and the clamping ear (31) at the outer end of each spring spring (3) is clamped between the inner wall of the inclined side of the corresponding second clamping groove (11) and the second insert strip (12).

5. The steering limiting mechanism according to claim 1 or 2, characterized in that, The steering column (1) includes an upper column (1a) and a lower column (1b), and the steering shaft (2) includes an upper shaft body (2a) and a lower shaft body (2b). The upper shaft body (2a) is coaxially rotatably disposed within the upper column (1a), and the lower shaft body (2b) is coaxially rotatably disposed within the lower column (1b). The lower end of the upper column (1a) and the upper end of the lower column (1b) are axially slidably connected, and the lower end of the upper shaft body (2a) and the upper end of the lower shaft body (2b) are axially slidably connected. The upper shaft (2a) rotates relative to the upper tube column (1a) under the action of an external force, and drives the lower shaft (2b) to rotate synchronously relative to the lower tube column (1b), or the upper shaft (2a) moves axially relative to the lower shaft (2b) under the action of an external force, and drives the upper tube column (1a) to move synchronously relative to the lower tube column (1b) along the axial direction. The spring spring (3) is disposed between the upper shaft (2a) and the upper tube column (1a) and / or between the lower shaft (2b) and the lower tube column (1b).

6. The steering limiting mechanism according to claim 5, characterized in that, The lower end of the upper shaft (2a) is provided with a male connector (23), and the upper end of the lower shaft (2b) is provided with a female connector (24) that cooperates with the male connector (23). The male connector (23) and the female connector (24) are inserted into each other and can slide relative to each other along the axial direction.

7. The steering limiting mechanism according to claim 6, characterized in that, The male connector (23) is a non-circular inner hole connector sleeve, and the female connector (24) is a connector post, or the male connector (23) is a connector post and the female connector (24) is a non-circular inner hole connector sleeve.

8. A steer-by-wire column, characterized in that, The system includes a hand feel simulator (20), a steering angle sensor (30), and a steering limit mechanism (10) as described in any one of claims 1-7. The hand feel simulator (20) is installed at one end of the steering column (1), and its drive end is coaxially fixedly connected to the corresponding end of the steering shaft (2). The steering angle sensor (30) is installed on the steering limit mechanism (10) and is used to monitor the steering angle value of the steering shaft (2) relative to the steering column (1).

9. A steer-by-wire system, characterized in that, Includes the steer-by-wire column as described in claim 8.

10. A vehicle, characterized in that, Includes the steer-by-wire system as described in claim 9.

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