Configurable end stop mechanism for stair-by-wire assemblies

Abstract

This relates to a configurable end stop mechanism for use with a stair-by-wire assembly. [Solution] A vehicle steering system comprising a steering shaft 20 that operates rotatably within a housing 22 and is operable between a manual state and an idle state, and a ratchet assembly that selectively defines a first end stop and a second end stop of the steering shaft. When the steering shaft is converted from the idle state to the manual state, the ratchet assembly defines the respective locations of the first end stop and the second end stop relative to the housing. Furthermore, the respective locations of the first end stop and the second end stop are determined based on the position of the vehicle steering assembly relative to the vehicle frame and the rotational position of the steering shaft.

Description

Technical Field

[0001] The present disclosure generally relates to a steering connection device, and more particularly to a configurable end stop mechanism for use with a steer-by-wire assembly, which can configure and reconfigure the position of an end stop for a steering connection device.

Background Art

[0002] In a vehicle, a steering wheel is typically used to operate a steering assembly for the vehicle. When a user drives the vehicle, the steering wheel rotates clockwise and counterclockwise to operate the steering assembly. To indicate that the steering assembly has reached its maximum steering position to the left or right, the steering wheel includes end stops that prevent further rotation of the steering wheel in each of the clockwise and counterclockwise directions.

Summary of the Invention

[0003] According to one aspect of the present disclosure, a steering system for a vehicle includes a steering shaft that rotates operably within a housing and is operable between a manual state and an idle state, and a ratchet assembly that selectively defines a first end stop and a second end stop of the steering shaft. When the steering shaft is converted from the idle state to the manual state, the ratchet assembly defines the respective locations (positions) of the first end stop and the second end stop relative to the housing. Further, the respective locations of the first end stop and the second end stop are based on the position of the vehicle steering assembly relative to the vehicle frame and the rotational position of the steering shaft.

[0004] According to one aspect of the present disclosure, a steering system for a vehicle includes a steering shaft that operates rotatably within a housing and is operable between a manual state and an idle state, a first ratchet member that selectively defines a first end stop of the steering shaft, and a second ratchet member that selectively defines a second end stop of the steering shaft. When the steering shaft is converted from the idle state to the manual state, the first and second ratchet members define the first and second end stops. Furthermore, the respective locations of the first and second end stops are based on the position of the steering assembly and the rotational position of the steering shaft.

[0005] According to another aspect of the present disclosure, a steering system for a vehicle includes a steering shaft rotatably acting to control a motor of a steer-by-wire assembly; a first ratchet portion of a ratchet assembly selectively defining a first end stop of the steering shaft; a second ratchet portion of a ratchet assembly selectively defining a second end stop of the steering shaft; and a pawl assembly acting relative to the ratchet assembly to define the first and second end stops, respectively. A control device operates the pawl assembly based on operating parameters defining the first and second end stops. The operating parameters include at least one of vehicle speed, safety settings, and the conditions surrounding the vehicle.

[0006] These and other features, advantages, and the purposes of this disclosure will be further understood and appreciated by those skilled in the art by referring to the following specification, claims, and accompanying drawings. [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic diagram showing a vehicle incorporating one embodiment of a ratchet assembly that constitutes the position of the end stop for a steer-by-wire assembly and steering connection device. [Figure 2]This is a schematic diagram showing the components of a steer-by-wire assembly, including one embodiment of a ratchet assembly. [Figure 3] This is a perspective view of one embodiment of a ratchet assembly including opposing pawls, which are used to selectively define a first and second end stop of a steering shaft that operates a steer-by-wire assembly. [Figure 4] This is a schematic cross-sectional view of one embodiment of a steering shaft, showing the operation of a pawl assembly that defines the end stop for the steering assembly. [Figure 5] This schematic diagram illustrates the operation of a reconfigurable ratchet assembly that defines and redefines the end stop of the steering shaft when the steering assembly changes between a manual and idle state, with the steering connector shown in a fixed position and the steering assembly shown in a forward position. [Figure 6] Figure 5 is a schematic diagram illustrating the operation of the reconfigurable ratchet assembly, with the steering assembly in the left-turned position and the steering wheel in the idle, fixed position. [Figure 7] Figure 6 is a schematic diagram showing the operation of the reconfigurable ratchet assembly, with the steering wheel in the manual position, the steering assembly in the forward position, and the steering wheel in the new fixed position. [Figure 8] This is a schematic diagram illustrating the operation of the reconfigurable ratchet assembly in the low-speed setting, which defines the wide operating trajectory of the first and second end stops when using the steering assembly in manual mode. [Figure 9] This is a schematic diagram illustrating the operation of the reconfigurable ratchet assembly in high-speed setting, which defines the narrowed operating trajectory of the first and second end stops when using the steering assembly in manual mode. [Figure 10] This is a schematic diagram showing the operation of a reconfigurable ratchet assembly in an obstacle avoidance setting, which defines the operating trajectories of the first and second end stops for avoiding detected obstacles. [Figure 11] This is a linear flowchart illustrating how to operate the steering assembly between manual and idle states. [Figure 12] This is a linear flowchart illustrating how to operate the steering assembly at various vehicle speeds. [Figure 13] This is a linear flowchart illustrating how the steering assembly is operated in response to an obstacle detected on the vehicle. [Modes for carrying out the invention]

[0008] The elements in the drawings are not necessarily at a fixed scale, emphasizing that they illustrate the principles described herein.

[0009] Where necessary, further embodiments of this disclosure are disclosed herein. However, it should be understood that the embodiments disclosed are merely examples of the invention, which can be embodied in various alternative forms. The drawings are not necessarily detailed designs. Some schematic diagrams may be exaggerated or minimized to illustrate a functional overview. Therefore, the specific structural and functional details disclosed herein should not be construed as limitations, but merely as representative standards to teach to those skilled in the art how to use the invention in various ways.

[0010] For the purposes of this specification, the terms “upper,” “lower,” “right,” “left,” “rear,” “front,” “vertical,” “horizontal,” and their derivatives are to be used in relation to the concepts oriented in Figure 1. However, it should be understood that these concepts may take on various alternative orientations unless otherwise explicitly specified. It should also be understood that the specific devices and processes shown in the accompanying drawings and described in the following specification are merely exemplary embodiments of the concepts of the invention as defined in the accompanying claims. Therefore, specific dimensions and other physical characteristics relating to the embodiments disclosed herein should not be considered limiting unless otherwise specified in the claims.

[0011] The embodiments described herein primarily relate to combinations of method steps and apparatus components concerning configurable end stop mechanisms for stair-by-wire assemblies. Accordingly, apparatus components and method steps are represented in the drawings by conventional symbols where appropriate, and only specific details relevant to understanding the embodiments of this disclosure are shown, so as not to obscure the detailed disclosure. These details will be immediately apparent to those skilled in the art who benefit from the description herein. Furthermore, similar figures in the specification and drawings represent similar elements.

[0012] As used herein, the term "and / or," when used in a list of two or more items, means that any one of the listed items may be used on its own, or any combination of two or more of the listed items may be used. For example, if a composition is described as containing components A, B and / or C, the composition may contain A alone, B alone, C alone, A and B in combination, A and C in combination, B and C in combination, or A, B and C in combination.

[0013] In this document, related terms such as “first” and “second,” “top” and “bottom” are used solely to distinguish one entity or act from another, and do not necessarily require or imply any actual relationship or order between such entities or acts. The term “comprises” or any other variant thereof is intended to be a non-exclusive inclusion, such that a process, method, article or apparatus comprising a list of elements may include not only those elements but also other elements not explicitly enumerated or inherent to such process, method, article or apparatus. An element preceded by “comprises” does not preclude the presence of further identical elements within a process, method, article or apparatus comprising that element, unless further constraints are imposed.

[0014] As used herein, the term “approximately” means that a quantity, size, composition, parameter, and other quantity and characteristic is not, and does not need to be, exact, but approximates, and / or is greater than or less than, and, where necessary, reflects tolerances, conversion factors, rounding, measurement errors, and other factors known to those skilled in the art. Where the term “approximately” is used to describe an endpoint of a value or range, this disclosure should be understood to include the specific value or endpoint referred to. Whether or not a numerical or range endpoint in the specification describes “approximately,” the numerical or range endpoint is intended to include two embodiments: an embodiment modified by “approximately” and an embodiment not modified by “approximately.” It should be further understood that each endpoint of a range is important in relation to and independently of the other endpoints.

[0015] As used herein, the terms “substantial,” “substantially,” and their variations are intended to indicate that the feature described is equal to or approximately equal to a value or description. For example, a “substantial flat” surface is intended to indicate a surface that is flat or approximately flat. Furthermore, “substantial” is intended to indicate that two values ​​are equal to or approximately equal to. In some embodiments, “substantial” may indicate values ​​within about 5% of each other, or within about 2% of each other, or within about 10% of each other.

[0016] As used herein, the term “one (the, a, or an)” means “at least one” and should not be limited to “only” unless otherwise expressly indicated. Therefore, for example, a reference to “one component” includes embodiments having two or more such components unless the context explicitly indicates otherwise.

[0017] Referring to Figures 1 to 7, reference numeral 10 generally refers to a steering assembly for a vehicle 12, and the steering assembly 10 is incorporated within a steer-by-wire assembly 14. The steering assembly 10 and the steer-by-wire assembly 14 are incorporated within the vehicle steering system. Depending on various aspects of the device, the steering assembly 10, which may have autonomous capabilities, can be switched between a manual state 16 and an idle state 18. The steering assembly 10 includes a steering shaft 20 that operates rotatably within a housing 22. The steering shaft 20 is operable between a manual state 16, in which the user operates the steering assembly 10 by direct engagement with a steering wheel or other steering connection device 24, and an idle state 18, in which the steering connection device 24 is released from the steering assembly 10, and the motor 26 is mounted on at least one directional wheel 44 of the vehicle 12's multiple road wheels 28 or tires to operate the steering assembly 10 and control the directional operation of the vehicle 12. In idle state 18, the steering coupling device 24 is generally disabled and does not control the operation of the steering assembly 10 of the vehicle 12. The ratchet assembly 30 is coupled to the steering shaft 20. The ratchet assembly 30 selectively defines a first end stop 32 and a second end stop 34 of the steering shaft 20. As described herein, the first end stop 32 of the steering shaft 20 defines a first maximum rotational position 36 of the directional wheels 44 of the steering assembly 10 in a clockwise direction 38 or a counterclockwise direction 40. The second end stop 34 defines a second maximum rotational position 42 of the directional wheels 44 of the steering assembly 10 in the other of the clockwise direction 38 and counterclockwise direction 40.

[0018] Referring back to FIGS. 1-7, it is also contemplated that the steering assembly 10 can be operative to modify the first end stop 32 and the second end stop 34 during operation of the vehicle 12. Such reconfiguration of the first end stop 32 and the second end stop 34 can be caused through the analysis and evaluation of certain operating parameters 52. Such operating parameters 52 can be used to command the operating trajectory 50 of the steering shaft 20 through the periodic reconfiguration of the first end stop 32 and the second end stop 34. By way of example and not limitation, these operating parameters 52 can include, without limitation, vehicle speed, safety settings, or the position or orientation of the vehicle 12 relative to the horizontal direction, or another condition surrounding the vehicle 12, such as a particular terrain, combinations thereof, and other similar operating parameters 52.

[0019] Referring again to Figures 1 to 7, as described herein, the steering shaft 20 and steering assembly 10 can be converted from manual state 16 to idle state 18 when the autonomous driving mode is activated and deactivated. As described herein, when idle state 18 is available, it can be understood that the vehicle 12 is in autonomous driving mode. When the steering shaft 20 is converted from idle state 18 to manual state 16, this conversion causes the ratchet assembly 30 to define the respective positions of the first end stop 32 and the second end stop 34 relative to the housing 22 surrounding the steering shaft 20, as well as the rotational direction 70 of the directional wheels 44 of the steering assembly 10. The respective positions of the first end stop 32 and the second end stop 34 are intended to be based on the rotational direction 70 of the directional wheels 44 for the vehicle steering assembly 10 and the rotational position 94 of the steering shaft 20. As described herein, the steering assembly 10 is coupled with a steer-by-wire assembly 14, which operates at least one motor 26 that corrects the rotational direction 70 of a particular directional wheel 44 of the vehicle 12 relative to the frame 46 of the vehicle 12. Typically, the steer-by-wire assembly 14 operates at least one directional wheel 44 of the vehicle 12. Typically, the directional wheel 44 is one of the two front wheels 72 of the vehicle 12. The steer-by-wire assembly 14 is capable of operating all four road wheels 28 of the vehicle 12 through a single motor 26 or through multiple motors 26, and it is also intended that multiple motors 26 can operate one road wheel 28 each, or multiple road wheels 28 of the vehicle 12, such as the two front wheels 72 that typically define the directional wheels 44.

[0020] According to various aspects of the device, as illustrated in FIGS. 1-7, when the steering assembly 10 changes from the manual state 16 to the idle state 18, the steerable wheels 44 of the vehicle 12 are in a particular direction of rotation 70. The steering connection device 24 for the vehicle 12 corresponds to the same direction of rotation 70 of the steerable wheels 44 for the vehicle 12 at the instant of this transition from the manual state 16 to the idle state 18. After this transition, the autonomous driving mode of the vehicle 12 operates the motor 26 and steers the road wheels 28 including the steerable wheels 44 as necessary to operate the vehicle 12. At the same time, during the idle state 18, the steering connection device 24 is not used and typically is either in a fixed rotational position 94 or is freely operable but disengaged from the steering assembly 10.

[0021] When the autonomous driving mode is disabled and the vehicle 12 is converted from idle state 18 back to manual state 16, the directional wheels 44 for the vehicle 12 may be in a different rotational direction 70 compared to when the steering assembly 10 and steering connector 24 were converted from manual state 16 back to idle state 18. Therefore, the position of the steering connector 24 may no longer correspond to the current rotational direction of the directional wheels 44 of the vehicle 12. To adjust for this condition, the ratchet assembly 30 includes a pawl assembly 150 having at least one pawl 180, 184, the pawl assembly 150 interacting with the ratchet member 90 to redefine the first end stop 32 and the second end stop 34 for the steering shaft 20. In other words, when the steering shaft 20 and / or steering connector 24 is converted from idle state 18 to manual state 16, the ratchet assembly 30, via the control device 92, determines the rotational direction 70 of the directional wheels 44 for the vehicle 12 and the current rotational position 94 of the steering connector 24 that operates the steer-by-wire assembly 14. The ratchet assembly 30 reconfigures the rotational positions 94 of the first end stop 32 and the second end stop 34 to correspond to the relative positions of the steering connector 24 of the directional wheels 44 and the steer-by-wire assembly 14 of the vehicle 12. This reconfiguration of the first end stop 32 and the second end stop 34 results in an immediate conversion and reconfiguration of the steering connector 24 from idle state 18 to manual state 16, as described herein, and this immediate conversion and reconfiguration is not easily perceived by the user.

[0022] During operation, if the user operates the steering connector 24 after switching from idle state 18 to manual state 16, the user rotates the steering connector 24 toward either the first end stop 32 or the second end stop 34. As the user rotates the steering connector 24, the sensing device 120 monitors the rotational position 94 of the steering connector 24. When the sensing device 120 detects that the steering connector 24 has reached either the first end stop 32 or the second end stop 34, the pawl assembly 150 engages the ratchet member 90 to stop further rotation beyond either the first end stop 32 or the second end stop 34. In this way, the ratchet assembly 30 reconfigures the rotational positions of the first end stop 32 and the second end stop 34 to adapt to the new relative positions of the steering assembly 10 and the steering connector 24.

[0023] Depending on the various embodiments of the device, as illustrated in Figures 1 to 4, the steer-by-wire assembly 14 may include a steering shaft 20, which is attached to a steering field sensor, feedback motor, or other similar rotational position sensing device 120. This sensing device 120 is attached to a control unit 92. The control unit 92 is also attached to various motors 26 of the steering wheels 44 of the steering assembly 10. The movement of the steering shaft 20 is converted into a position signal 122, which is sent to the control unit 92 by the sensing device 120. A command signal 124 is sent from the control unit 92 to one or more motors 26 of the steering assembly 10. Thus, in the steer-by-wire assembly 14, there is no direct, physical connection between the steering shaft 20 and the steering assembly 10. Instead, the control device 92 receives a position signal 122 from the detection device 120, converts the position signal 122 into an operation command signal 124, and the operation command signal 124 is sent to one or more motors 26 of the steering assembly 10. The motors 26 then operate the drive shaft 126 of the steering assembly 10, changing the rotation direction 70 of the road wheels 28 of the steering assembly 10 based on the direction provided by the steering shaft 20.

[0024] As described herein, the steer-by-wire assembly 14 may include a single motor 26 that operates two directional front wheels 44. Alternatively, each of the two directional front wheels 44 may include a dedicated motor 26. In some embodiments of the device, each of the road wheels 28 of the vehicle 12 may include a dedicated motor 26, each having a dedicated drive shaft 126, which is used for steering each directional wheel 44, thereby achieving various guided maneuvers of the vehicle 12.

[0025] According to various embodiments of the device, the ratchet assembly 30 includes a pawl assembly 150, which operates to define and redefine a first end stop 32 and a second end stop 34 of the steering shaft 20. The pawl assembly 150 operates to selectively engage the ratchet member 90 of the ratchet assembly 30. During operation, the pawl assembly 150 selectively engages the ratchet member 90 of the ratchet assembly 30 when the steering shaft 20 reaches the first end stop 32 and further when the steering shaft 20 reaches the second end stop 34. When the pawl assembly 150 engages the ratchet member 90, the steering shaft 20 is prevented from moving further in a clockwise direction 38 or a counterclockwise direction 40, depending on the command in that case. Furthermore, in the idle state 18, the pawl assembly 150 can fix the steering connection device 24 in a fixed rotation position 94. Therefore, in manual mode 16, the steering shaft 20 can rotate freely around the axis of rotation between the first end stop 32 and the second end stop 34 within the housing 22. When the steering shaft 20 reaches a rotation position 94 corresponding to the first maximum rotation position 36 and the second maximum rotation position 42 of one or more directional wheels 44 of the steering assembly 10, the pawl assembly 150 engages with the first end stop 32 and the second end stop 34 of the steering shaft 20, respectively, to define them. Through this mechanism, the first end stop 32 and the second end stop 34 can be continuously and repeatedly reconfigured according to the relative positions of the directional wheels 44 of the steering assembly 10, and the steering coupling device 24 that operates the steering shaft 20 and the steer-by-wire assembly 14.

[0026] Depending on the various embodiments of the device, as illustrated in Figures 1 to 7, the control device 92 communicates with the steering shaft 20, at least one motor 26 for the vehicle steering assembly 10, and the pawl assembly 150. The control device 92 operates the pawl assembly 150 with respect to the ratchet member 90 of the steering shaft 20 so as to define the first end stop 32 and the second end stop 34, respectively. The control device 92 is intended to be able to engage the pawl assembly 150 with the ratchet member 90 in the idle state 18 of the steering connection device 24 in order to fix the rotational position 94 of the steering shaft 20 with respect to the housing 22.

[0027] During the operation of the vehicle 12 in idle state 18, the multiple road wheels 28 of the vehicle 12, including the directional wheels 44, move continuously as needed to move the vehicle 12 from one place to another. As previously stated, the relative position of the directional wheels 44 of the vehicle 12 with respect to the steering shaft 20 and the steering connector 24 for the steer-by-wire assembly 14 may change each time the steering assembly 10 and the steering connector 24 switch between manual state 16 and idle state 18. At each of these switching points, the first and second end stops 32 and 34 of the steering connector 24 may need to be reconfigured based on the updated relative position of the directional wheels 44 of the vehicle 12 with respect to the steering connector 24 for the steer-by-wire assembly 14.

[0028] Depending on the various embodiments of the device, the steering connection device 24 is typically in the form of a steering wheel, and the user can selectively operate the steering wheel to control the direction of the vehicle 12 in manual mode 16. It is intended that other steering connection devices 24 may be utilized that are not in the form of a wheel but bring action to the steer-by-wire assembly 14, and then enable the direction of one or more directional wheels 44 of the vehicle 12.

[0029] According to various embodiments of the device, the pawl assembly 150 may include a first pawl 180, which selectively engages with a first portion 182 of the ratchet member 90 to define a first end stop 32. The pawl assembly 150 may also include a second pawl 184, which selectively engages with a second portion 186 of the ratchet member 90 to define a second end stop 34. In such embodiments of the device, the ratchet member 90, and in particular the first portion 182 and the second portion 186 of the ratchet member 90, may include opposing tooth portions that selectively accept the first pawl 180 and the second pawl 184, respectively. The first portion 182 of the ratchet member 90 can result in rotational motion in a clockwise direction 38 and selectively prevent rotation of the steering shaft 20 in a counterclockwise direction 40 based on its interaction with the first pawl 180. The second pawl 184 interacts with the second portion 186 of the ratchet member 90 to allow rotation of the steering shaft 20 in a counterclockwise direction 40, and based on the interaction between the second pawl 184 and the second portion 186 of the ratchet member 90, rotation of the steering shaft 20 in a clockwise direction 38 can be selectively prevented. Both the first pawl 180 and the second pawl 184 can be used to engage the ratchet member 90 and prevent rotation of the steering shaft 20 in an idle state 18. Furthermore, during typical operation, one of the first pawl 180 and the second pawl 184 engages with the first portion 182 and the second portion 186 of the ratchet member 90, respectively, to alternately define the first end stop 32 and the second end stop 34 of the steering shaft 20. The ratchet member 90 includes a first ratchet portion 182, which engages a first pawl 180 in a first rotational direction, such as clockwise 38 or counterclockwise 40, to selectively define a first end stop 32. The ratchet member 90 also includes a second ratchet portion 186, which engages a second pawl 184 in a second rotational direction opposite to the first rotational direction, to selectively define a second end stop 34. The second rotational direction is the other of clockwise 38 or counterclockwise 40.

[0030] Depending on the various embodiments of the device, the pawl assembly 150 may include a first pawl 180 and a second pawl 184, as described herein. The pawl assembly 150 may also include a single pawl, which is intended to be used to engage dedicated portions of the ratchet member 90 to define a first end stop 32 and a second end stop 34. Thus, the pawl may be a single pawl having various portions that can engage the respective areas of the ratchet member 90 to define the first end stop 32 and the second end stop 34. The ratchet member 90 may take the form of two separate portions, as described herein, which may also be intended to allow for selective disengagement of engagement in opposite directions, while providing the steering shaft 20 with free rotation in one direction.

[0031] According to various embodiments of the device, the ratchet member 90 can be mounted on the outer surface 202 of the steering shaft 20. In such embodiments of the device, the actuator 204 of the pawl assembly 150 can be mounted on the inner surface 206 of the housing 22 that operates the pawl assembly 150 relative to the ratchet member 90. These actuators 204, which can be part of the actuator assembly of the ratchet assembly 30, can operate the pawl assembly 150 through rotational motion of each pawl, linear start of each pawl, combinations of linear and rotational motion of each pawl, and similar motion movements.

[0032] In certain embodiments of the device, the ratchet member 90 is intended to engage with the inner surface 206 of the housing 22, and the pawl assembly 150 is intended to be attachable to a specific portion of the steering shaft 20 that extends outward to engage with the ratchet member 90 of the ratchet assembly 30.

[0033] Depending on the various embodiments of the device, as illustrated in Figures 1 to 7, the steering assembly 10 for the vehicle 12 may include a steering shaft 20 that operates rotatably within a housing 22. The steering coupling device 24 and the steering assembly 10 can operate between a manual state 16 and an idle state 18. A first ratchet member 230 selectively defines a first end stop 32 of the steering shaft 20. A second ratchet member 232 selectively defines a second end stop 34 of the steering shaft 20. The first ratchet member 230 and the second ratchet member 232 are intended to be able to engage with each other or to be positioned distal to each other with respect to the steering shaft 20 and the housing 22 surrounding the steering shaft 20. When the steering shaft 20 and / or steering coupling device 24 are converted from idle state 18 to manual state 16, the first ratchet member 230 and the second ratchet member 232 define, and then redefine, the first end stop 32 and the second end stop 34, respectively, as described herein. It is intended that the locations of the first end stop 32 and the second end stop 34 may be based on the relative rotational orientation 70 of the directional wheels 44 for the steering assembly 10 and the rotational position 94 of the steering shaft 20.

[0034] As described herein, the ratchet assembly 30 may include a first ratchet member 230, which is a first gear. A first pawl 180 may be included and operable to selectively engage the first gear when the steering shaft 20 reaches a rotational position 94 defined as a first end stop 32. Similarly, a second ratchet member 232 is a second gear. A second pawl 184 may be operable to selectively engage the second gear when the steering shaft 20 reaches a rotational position 94 indicating a second end stop 34. As described herein, the control device 92 operates the pawl assembly 150, or the first pawl 180 and the second pawl 184, by monitoring the relative position 94 of the steering shaft 20 with respect to the rotational position 94 of the directional wheel 44 for the steering assembly 10. When the steering shaft 20 reaches a rotation position 94 indicating maximum steering to the right (first maximum rotation position 36) or maximum steering to the left (second maximum rotation position 42), the control device 92 operates the pawl assembly 150 to engage the ratchet assembly 30, thereby defining the first end stop 32 or the second end stop 34, respectively.

[0035] Furthermore, as described herein, the relative position of the directional wheels 44 for the steering assembly 10 of the vehicle 12 with respect to the steering shaft 20 may change when the steering shaft 20 and / or steering coupling device 24 are converted between manual state 16 and idle state 18. Each time this conversion occurs, the control device 92 monitors the relative position of the directional wheels 44 and the steering shaft 20 for the steering assembly 10 to redefine the rotational positions 94 of the first end stop 32 and the second end stop 34.

[0036] The control device 92 communicates with the steering shaft 20, the steering assembly 10, the first pawl 180, and the second pawl 184. The control device 92 operates at least one of the first pawl 180 and the second pawl 184 to define the first end stop 32 and the second end stop 34, respectively.

[0037] As illustrated in Figures 3 and 4, the ratchet member 90 typically includes teeth 250 positioned at a certain angular orientation 252. This angular orientation 252 allows the ratchet member 90 to rotate freely relative to the corresponding pawl of the pawl assembly 150. When the ratchet member 90 reaches a particular rotational orientation indicating the first or second end stop 32 or second end stop 34, the pawl engages the angled teeth 250 of the ratchet member 90, restraining the ratchet member 90 and preventing further rotation in that particular direction. While the pawl is engaged, the ratchet member 90 can rotate freely in the opposite direction. As described herein, the ratchet member 90 includes ratchet portions that bring this connection between the ratchet assembly 30 and the ratchet member 90 in both the clockwise direction 38 and the counterclockwise direction 40, respectively.

[0038] In certain embodiments of the device, the first pawl 180 and the second pawl 184 are intended to engage the respective ratchet members 90 of the ratchet assembly 30 only when they reach the first end stop 32 and the second end stop 34. It is also intended that the first pawl 180 and the second pawl 184 may engage the ratchet assembly 30 through certain portions of the operating trajectory 50 of the steering shaft 20. In these various configurations, as described herein, the rotation of the steering shaft 20 in manual state 16 is generally free between the first end stop 32 and the second end stop 34.

[0039] According to various embodiments of the device, a pawl assembly 150 having individual first pawls 180 and second pawls 184 can act relative to the ratchet member 90 in any one of a variety of movements. Typically, the first pawls 180 and second pawls 184 rotate around the pawl shaft 280 between a released position 282 distal to the ratchet member 90 and an engaged position 284 engaging the angled teeth 250 of the ratchet member 90, preventing rotation of the steering shaft 20 in a specific direction of rotation. The first pawls 180 and second pawls 184 are intended to be able to act in any one of a variety of rotations, as described herein.

[0040] Next, referring to Figures 5 to 7, the operation of the steering system for the vehicle 12 is illustrated in a schematic form. According to Figure 5, the steering connector 24 is positioned at a fixed position 310, or at the center of rotation of the steering connector 24 pointing vertically. At this fixed position 310, the directional wheels 44 of the steering assembly 10 are positioned in the forward position, or in a direction that directs the vehicle 12 toward a straight path. Figure 5 also shows the moment when the steering assembly 10 and the steering connector 24 transition from a manual state 16 to an idle state 18.

[0041] Figure 6 shows a later state of the vehicle 12 after it has been operated in idle state 18. In this state, the steering coupling device 24 remains in its fixed position 310. At the same time, the directional wheels 44 of the steering assembly 10 are steered to the left-turned position 316 or the right-turned position 314. In this example, the relative positions of the directional wheels 44 and the steering shaft 20 for the steering assembly 10 with respect to the vehicle frame 46 of the vehicle 12 have changed. At this point, the vehicle 12, in particular the steering coupling device 24, is converted from idle state 18 to manual state 16. During this conversion, the first end stop 32 and the second end stop 34 are configured to coincide with the respective positions of the directional wheels 44 for the steering assembly 10. Thus, as shown in Figure 6, the positions of the first end stop 32, the second end stop 34, and the center position 340 of the steering coupling device 24 are converted and shifted to a clockwise direction 38.

[0042] Figure 7 shows the positions of the first and second end stop sections 32 and 34 as reconstructed from Figure 6, illustrating the operation of the vehicle 12 in the straight-ahead direction. Consequently, the relative position of the steering shaft 20 with respect to the steering wheels 44 of the steering assembly 10 has changed so that a new fixed position 310 is redefined relative to the steering shaft 20. This reconstructed fixed position 310 does not correspond to the center position 340 of the steering connector 24, as shown in Figure 7.

[0043] Depending on the various aspects of the device, the vehicle 12 is intended to be able to undergo recalibration of the steering shaft 20 relative to the directional wheels 44 of the steering assembly 10 while in a stationary position. Thus, in this recalibration operation, the steering shaft 20 can be returned to its fixed position 310 such that the center position 340 of the steering shaft 20 corresponds to the straight-ahead position of the directional wheels 44 for the steering assembly 10. Such recalibration can occur when the vehicle 12 is stopped, in a parked position, or in other similar situations where the vehicle 12 is substantially stationary.

[0044] Depending on the various aspects of the device, the use of the steering system described herein brings the steering connector 24 of the vehicle 12 to a conversion from a manual state 16 to an idle state 18 at any point during the operation of the vehicle 12. Generally, it is preferable that the steering connector 24 remains stationary during the idle state 18 so as to prevent any part of the steering connector 24 from physically engaging with the user of the vehicle 12. It frequently occurs that when the user wishes to return the vehicle 12 to the manual state 16, the relative position of the steering shaft 20 does not coincide with the rotational direction 70 of the directional wheels 44 for the steering assembly 10. Therefore, the ratchet assembly 30 described herein brings an intermediate reconfiguration to the first end stop 32 and the second end stop 34 of the steering shaft 20. With the use of the ratchet assembly 30, the user can immediately start the manual state 16 and perceive no movement of the steering shaft 20 during this conversion. Therefore, the ratchet assembly 30 brings about an immediate conversion of the steering shaft 20 and / or steering connection device 24 from idle state 18 to manual state 16 without requiring any recalibration of any kind of rotation of the steering shaft 20 itself. The ratchet assembly 30 performs recalibration or reorientation of the first end stop 32 and the second end stop 34, which is generally imperceptible to the user of the vehicle 12. Thus, the ratchet assembly 30 for the steering shaft 20 can define and redefine the fixed position 310 of the steering shaft 20, the first end stop 32 of the steering shaft 20, and the second end stop 34 of the steering shaft 20. These end stops 32, 34 and the fixed position 310 can be configured and reconfigured at any time during the conversion of the steering shaft 20 and / or steering connection device 24 from idle state 18 to manual state 16. Furthermore, the idle position or locked position of the steering connector 24 can be any rotational position 94 of the steering connector 24 when the steering connector 24 is converted from the manual state 16 to the idle state 18.

[0045] Referring next to Figures 8-10, the ratchet assembly 30, used in conjunction with the steer-by-wire assembly 14, is intended to be operable during manual operation 16. In this configuration, the pawl assembly 150 can operate to manipulate, reconfigure, or otherwise modify the positions of the first and second end stops 32 and 34. This modification of the first and second end stops 32 and 34 may be desirable when full operation of the steering shaft 20 is undesirable. For example, but not limited to, the pawl assembly 150 can operate in conjunction with the ratchet assembly 30 to prevent over-rotation of the steering shaft 20 when certain operating parameters 52 are present. These operating parameters 52 may include, but are not limited to, vehicle speed, safety settings, or certain circumstances present around the vehicle 12. Typically, the operating parameters may include at least one of these circumstances present for the vehicle 12.

[0046] Referring again to Figures 1-4 and 8-9, when the vehicle 12 is operated at a high speed setting 290, it may be desirable to restrict the operating trajectory 50 of the steering shaft 20 to a narrower range 54 (shown in Figure 9). When the vehicle 12 is traveling at a higher speed, such as during lane changes, steering around gentle curves, and other similar minor operational changes, it is typical that the vehicle 12 is steered with fairly small inputs. Conversely, when the vehicle 12 is traveling at a lower speed, a larger rotational movement of the steering shaft 20 can be utilized. Such larger movements may be for steering around sharp corners, parking operations, and other similar significant operational corrections where a wider range 56 of the operating trajectory 50 (shown in Figure 8) is desirable. Through this configuration, the control device 92 can operate the claw assembly 150 based on the operating parameters 52 that define the first end stop 32 and the second end stop 34. As described herein, the claw assembly 150 operates to define a first end stop 32 and a second end stop 34 as a narrowed range 54 of the operating trajectory 50 of the steering shaft 20 when the vehicle 12 exceeds a predetermined vehicle speed such as a high-speed setting 290. The first end stop 32 and the second end stop 34 can also define a wider range 56 of the operating trajectory 50 of the steering shaft 20 when the vehicle 12 is operated at a speed slower than a predetermined vehicle speed such as a low-speed setting 292. Furthermore, it is intended that the first end stop 32 and the second end stop 34 can be gradually changed through a range or gradient based on the increase or decrease in the speed of the vehicle 12.

[0047] Referring again to Figures 1-4 and Figure 10, it is also intended that the pawl assembly 150 can interact with the ratchet assembly 30 to prevent rotation of the steering shaft 20 in the presence of certain external conditions. For example, if various sensors on the vehicle 12 detect the presence of an obstacle 60 (whether physical or virtual) near the vehicle 12, the pawl assembly 150 can interact with the ratchet assembly 30 to prevent rotation of the steering shaft 20, and then prevent the rotation of the vehicle 12's directional wheels 44 toward the obstacle 60. The pawl assembly 150 can also interact with the ratchet assembly 30 to prevent the vehicle 12 from changing lanes if an obstacle 60, such as another vehicle, is within the blind spot of the user operating the vehicle 12. The pawl assembly 150 is intended to be able to operate to correct the first end stop 32 and the second end stop 34 of the ratchet assembly 30 during other situations when the vehicle 12 is in manual mode 16.

[0048] Next, with reference to Figures 1 to 11 illustrating various embodiments of the steering assembly 10, a method 400 for operating the steering assembly 10 for a vehicle 12 is disclosed. According to method 400, step 402 includes defining a fixed position 310 for the steering connector 24. During operation of the vehicle 12, the steering connector 24 is converted from a manual state 16 to an idle state 18 (step 404). The vehicle 12 is then converted from the idle state 18 back to the manual state 16 (step 406). Due to this conversion, the relative position of the steering assembly 10 with respect to the vehicle frame of the vehicle 12 is different from the fixed position 310 of the steering connector 24. Therefore, step 408 includes redefining a new fixed position 310 for the steering connector 24 based on the relative positions of the steering assembly 10 and the steering connector 24 during the conversion from the idle state 18 to the manual state 16.

[0049] Next, with reference to Figures 1 to 10 and 12 illustrating various embodiments of the steering assembly 10, a method 500 for operating the steering assembly 10 for a vehicle 12 is disclosed. According to method 500, step 502 includes operating the vehicle 12 to a predetermined vehicle speed. Step 504 of method 400 includes narrowing the operating trajectory 50 of the steering connector 24 when the vehicle speed exceeds a predetermined vehicle speed indicating a high-speed setting 290. This prevents larger steering corrections from being taken when the vehicle 12 is moving at the high-speed setting. Step 506 of the method includes widening the operating trajectory 50 of the steering connector 24 when the vehicle speed falls below a predetermined vehicle speed indicating a low-speed setting 292. This configuration of the steering connector 24 allows for larger corrections and sharper steering when the vehicle 12 is moving at the low-speed setting 292.

[0050] Next, with reference to Figures 1 to 10 and 13 illustrating various embodiments of the steering assembly 10, a method 600 for operating the steering assembly 10 of a vehicle 12 is disclosed. According to method 600, step 602 includes operating the vehicle 12. Step 604 includes detecting an obstacle 60 relative to the vehicle 12. Such an obstacle 60 may be a physical object such as an object or a person. The obstacle 60 may also be a virtual obstacle such as a lane, parking line, and other similar obstacles or barriers. According to method 600, step 606 includes adjusting the operating trajectory 50 of the steering coupling device 24 based on the location of the obstacle 60 relative to the vehicle 12, the operating trajectory 50 being configured to avoid steering the vehicle 12 toward the obstacle 60.

[0051] According to one aspect of the present disclosure, a steering system for a vehicle includes a steering shaft that operates rotatably within a housing and is operable between a manual state and an idle state, and a ratchet assembly that selectively defines a first end stop and a second end stop of the steering shaft. When the steering shaft is converted from the idle state to the manual state, the ratchet assembly defines the respective locations of the first end stop and the second end stop relative to the housing. Furthermore, the respective locations of the first end stop and the second end stop are based on the position of the vehicle steering assembly relative to the frame and the rotational position of the steering shaft.

[0052] In another embodiment, the steering shaft communicates with a steer-by-wire assembly, which in turn operates at least one motor to operate the vehicle steering assembly.

[0053] In another embodiment, the ratchet assembly includes a pawl assembly that selectively engages the ratchet member, the pawl assembly selectively engaging the ratchet member when the steering shaft reaches a first end stop and further when the steering shaft reaches a second end stop.

[0054] In another embodiment, the control device communicates with the steering shaft, at least one motor for the vehicle steering assembly, and the pawl assembly, and the control device operates the pawl assembly to define a first end stop and a second end stop, respectively.

[0055] In another embodiment, the control device engages the pawl assembly with the ratchet member to fix the rotational position of the steering shaft relative to the housing when the steering shaft is idle.

[0056] In another embodiment, the steering shaft includes a steering connector, and the vehicle steering assembly includes at least one directional wheel of a plurality of road wheels.

[0057] In another embodiment, the pawl assembly includes a first pawl that selectively engages a first portion of a ratchet member to define a first end stop, and the pawl assembly includes a second pawl that selectively engages a second portion of a ratchet member to define a second end stop.

[0058] In another embodiment, the first portion of the ratchet member includes a first ratchet portion that engages a first pawl to selectively define a first end stop in a first rotational direction, and the second portion of the ratchet member includes a second ratchet portion that engages a second pawl to selectively define a second end stop in a second rotational direction opposite to the first rotational direction.

[0059] In another embodiment, the pawl assembly is mounted on the housing of the steering shaft, and the pawl assembly includes an actuation assembly that operates at least one pawl to define a first end stop and a second end stop.

[0060] According to another aspect of the present disclosure, a steering system for a vehicle includes a steering shaft rotatably operating within a housing and operable between a manual state and an idle state, a first ratchet member selectively defining a first end stop of the steering shaft, and a second ratchet assembly selectively defining a second end stop of the steering shaft. When the steering shaft is converted from the idle state to the manual state, the first ratchet member and the second ratchet member define the first end stop and the second end stop. Furthermore, the respective locations of the first end stop and the second end stop are based on the position of the steering assembly and the rotational position of the steering shaft.

[0061] In another embodiment, the steering shaft communicates with the steer-by-wire assembly.

[0062] In another embodiment, the first ratchet member is a first gear, and the first movable pawl selectively engages the first gear when the steering shaft reaches a first end stop.

[0063] In another embodiment, the second ratchet member is a second gear, and the second movable pawl selectively engages the second gear when the steering shaft reaches a second end stop.

[0064] In another embodiment, the control device communicates with the steering shaft, the steering assembly, the first pawl, and the second pawl, and the control device operates at least one of the first pawl and the second pawl to define the first end stop and the second end stop, respectively.

[0065] In another embodiment, the control device engages the first pawl and the second pawl, respectively, with the first ratchet member and the second ratchet member when the steering shaft is idle.

[0066] According to the PS (Pressure Steering) aspect, the steering shaft includes the steering wheel.

[0067] In another embodiment, the first and second pawls are attached to the housing of the steering shaft, and the first and second pawls are attached to the actuation assembly to define the first and second end stop portions.

[0068] According to another aspect of the present disclosure, a steering system for a vehicle includes a steering shaft rotatably acting to control a motor of a steer-by-wire assembly; a first ratchet portion of a ratchet assembly selectively defining a first end stop of the steering shaft; a second ratchet portion of a ratchet assembly selectively defining a second end stop of the steering shaft; and a pawl assembly acting relative to the ratchet assembly to define the first and second end stops, respectively. A control device operates the pawl assembly based on operating parameters defining the first and second end stops. The operating parameters include at least one of vehicle speed, safety settings, and the conditions surrounding the vehicle.

[0069] In another embodiment, the first and second end stops define a narrowed operating trajectory when the vehicle exceeds a predetermined vehicle speed, and the first and second end stops define a wider operating trajectory when the vehicle operates slower than the predetermined vehicle speed.

[0070] In another embodiment, the narrowed and wider operating trajectories of the steering shaft are defined through the movement of the pawl assembly.

[0071] Those skilled in the art will understand that the structures and other components of the disclosed herein are not limited to any particular material. Other exemplary embodiments of the disclosed herein may be formed from a wide variety of materials unless otherwise stated.

Claims

1. A steering system for a vehicle, wherein the steering system is A steering shaft that operates rotatably within the housing and is operable between a manual state and an idle state, A ratchet assembly that selectively defines the first end stop portion and the second end stop portion of the steering shaft. The ratchet assembly, when the steering shaft is converted from the idle state to the manual state, defines the locations of the first and second end stop portions relative to the housing, The location of the first and second end stop portions is based on the position of the vehicle steering assembly relative to the vehicle frame and the rotational position of the steering shaft, respectively, in a steering system.

2. The steering system according to claim 1, wherein the steering shaft communicates with a steer-by-wire assembly, and the steer-by-wire assembly operates at least one motor that operates the vehicle steering assembly.

3. The steering system according to claim 2, wherein the ratchet assembly includes a pawl assembly that selectively engages the ratchet member, the pawl assembly selectively engaging the ratchet member when the steering shaft reaches the first end stop and when the steering shaft further reaches the second end stop.

4. The steering system according to claim 3, wherein the control device communicates with the steering shaft, the at least one motor for the vehicle steering assembly, and the pawl assembly, and the control device operates the pawl assembly to define the first end stop and the second end stop, respectively.

5. The steering system according to claim 4, wherein the control device engages the pawl assembly with the ratchet member in order to fix the rotational position of the steering shaft relative to the housing when the steering shaft is idle.

6. The steering system according to claim 1, wherein the steering shaft includes a steering connection device, and the vehicle steering assembly includes at least one directional wheel of a plurality of road wheels.

7. The steering system according to claim 4, wherein the pawl assembly includes a first pawl that selectively engages a first portion of the ratchet member to define the first end stop, and the pawl assembly includes a second pawl that selectively engages a second portion of the ratchet member to define the second end stop.

8. The steering system according to claim 7, wherein the first portion of the ratchet member includes a first ratchet portion that engages the first pawl in a first rotational direction so as to selectively define the first end stop, and the second portion of the ratchet member includes a second ratchet portion that engages the second pawl in a second rotational direction opposite to the first rotational direction so as to selectively define the second end stop.

9. The steering system according to any one of claims 4 to 8, wherein the pawl assembly is attached to the housing of the steering shaft, and the pawl assembly includes an actuation assembly that moves at least one pawl to define the first end stop and the second end stop.

10. A steering system for a vehicle, wherein the steering system is A steering shaft that operates rotatably within the housing and is operable between a manual state and an idle state, A first ratchet member that selectively defines the first end stop portion of the steering shaft, A second ratchet member that selectively defines the second end stop portion of the steering shaft, and The steering shaft is converted from the idle state to the manual state, and the first ratchet member and the second ratchet member define the first end stop and the second end stop, The location of the first and second end stop portions is based on the position of the steering assembly and the rotational position of the steering shaft, respectively, in a steering system.

11. The steering system according to claim 10, wherein the steering shaft communicates with a steer-by-wire assembly.

12. The steering system according to claim 10, wherein the first ratchet member is a first gear, and the first movable pawl selectively engages the first gear when the steering shaft reaches the first end stop.

13. The steering system according to claim 12, wherein the second ratchet member is a second gear, and the second movable pawl selectively engages the second gear when the steering shaft reaches the second end stop.

14. The steering system according to claim 13, wherein the control device communicates with the steering shaft, the steering assembly, the first pawl, and the second pawl, and the control device operates at least one of the first pawl and the second pawl to define the first end stop and the second end stop, respectively.

15. The steering system according to claim 14, wherein the control device engages the first pawl and the second pawl with the first ratchet member and the second ratchet member, respectively, when the steering shaft is idle.

16. The steering system according to claim 15, wherein the first pawl and the second pawl are attached to the housing of the steering shaft, and the first pawl and the second pawl are attached to the actuarial assembly so as to define the first end stop and the second end stop.

17. The steering system according to any one of claims 10 to 16, wherein the steering shaft includes a steering wheel.

18. A steering system for a vehicle, wherein the steering system is A steering shaft that operates rotatably to control the motor of a steer-by-wire assembly, A first ratchet portion of a ratchet assembly that selectively defines the first end stop portion of the steering shaft, The second ratchet portion of the ratchet assembly selectively defines the second end stop portion of the steering shaft, A pawl assembly that operates relative to the ratchet assembly so as to define the first end stop and the second end stop, respectively. A steering system comprising, wherein the control device operates the claw assembly based on operating parameters defining the first end stop and the second end stop, the operating parameters including at least one of vehicle speed, safety setting and the conditions surrounding the vehicle.

19. The steering system according to claim 18, wherein the first and second end stop sections define a narrowed operating trajectory when the vehicle exceeds a predetermined vehicle speed, and the first and second end stop sections define a wider operating trajectory when the vehicle operates slower than the predetermined vehicle speed.

20. The steering system according to claim 19, wherein the narrowed operating trajectory and the wider operating trajectory of the steering shaft are defined through the movement of the pawl assembly.

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