Rotation limiting device capable of bearing high torque and for steer-by-wire column

Abstract

A rotation limiting device capable of bearing a high torque and for a steer-by-wire column. The rotation limiting device comprises a rotation angle mechanism and a locking mechanism, wherein the locking mechanism is axially connected below the rotation angle mechanism; the rotation angle mechanism comprises a rotating inner ring, a rotating middle ring, a rotating outer ring, a rotating upper ring and a rotating lower ring, the rotating inner ring, the rotating middle ring, the rotating outer ring, the rotating upper ring and the rotating lower ring being sequentially mutually nested and connected to a worm wheel shaft of a steer-by-wire steering wheel from top to bottom; the locking mechanism comprises an inner cam, an outer cam, a reset spring and a nut; the bottom of the worm wheel shaft is axially connected to the inner cam; an upper portion of the outer cam is sleeved on the outer side of the inner cam; a lower portion of the outer cam is sleeved with a nut; the reset spring is sleeved on the part of the outer cam between the upper portion of the outer cam and the nut; and a servo housing is provided on the outer sides of the rotation angle mechanism and the locking mechanism. The function of rotating by greater than 360° is achieved by means of the mutual nesting of the annular rings, and thus the locking mechanism can bear a relatively large rotation torque from the tail end of the steering wheel.

Description

A rotation limit device for a wire-controlled steering column capable of withstanding high torque

[0001] This application claims priority to Chinese Patent Application No. 2024203470953, filed on February 26, 2024. This application incorporates the entirety of the aforementioned Chinese Patent Application. Technical Field

[0002] The present application relates to the technical field of steering systems, and in particular to a rotation limiting device for a wire-controlled steering column capable of withstanding high torque. Background Art

[0003] As intelligent driving technology matures, the application of fully autonomous driving technology is just around the corner. By then, the car's steering will be completely controlled by the onboard computer, so the steering wheel will no longer be needed when the car is not under manual driving. However, there will still be situations where human intervention is required. Therefore, the emergence of a fully retractable wire-controlled steering column is inevitable. This not only provides steering operation, but can also be stowed when not needed, providing more space for the driver's seat.

[0004] The wire-controlled steering column is a subsystem of the vehicle's wire-controlled steering system. Its main functions include simulating power feedback to simulate road feel, providing mechanical rotation hard limits, achieving crumple energy absorption, adjusting the steering wheel position, connecting the vehicle's crossbeams, connecting the guard combination switch, and other functions. The current power-assisted method for non-wire-controlled steering columns usually uses a motor-driven reduction mechanism to achieve the effect of deceleration and torque increase, and the reduction mechanism uses a worm gear reduction mechanism. In addition, since the current wire-controlled steering column does not have an intermediate shaft, there is no mechanical hard link from the steering wheel to the tire. It relies on the radial (corresponding to the circumferential) limit on the steering gear to control the steering wheel's rotation limit. Among them, this type of limit method can withstand a small input torque at the end.

[0005] Summary of the Invention

[0006] In order to overcome the shortcomings of the existing technology, the present application provides a rotation limit device for a wire-controlled steering column that can withstand high torque. The functional goal of rotating an angle greater than 360° is achieved by nesting annular rings with each other, and the locking mechanism can withstand an input torque of more than 150N*m from the steering wheel at the end.

[0007] In order to achieve the above-mentioned purpose, a rotation limit device of a wire-controlled steering column that can withstand high torque is designed, including an angle mechanism and a locking mechanism, which is characterized in that: the lower shaft of the angle mechanism is connected to the locking mechanism; the angle mechanism includes a rotating inner ring, a rotating middle ring, a rotating outer ring, a rotating upper ring, and a rotating lower ring, and the rotating inner ring, the rotating middle ring, the rotating outer ring, the rotating upper ring, and the rotating lower ring are nested in sequence from top to bottom and connected to the worm shaft of the wire steering wheel; the locking mechanism includes an inner cam, an outer cam, a return spring, and a nut, the bottom shaft of the worm shaft is connected to the inner cam, the upper part of the outer cam is sleeved on the outer side of the inner cam, and the lower part of the outer cam is sleeved on the nut; the outer cam between the upper part of the outer cam and the nut is sleeved with a return spring; a servo housing is provided on the outer side of the angle mechanism and the locking mechanism.

[0008] The rotating inner ring is a stepped sleeve structure, and the bottom diameter of the rotating inner ring is smaller than the upper diameter of the rotating inner ring; the inner ring limiting boss is connected to the lower outer side of the rotating inner ring, and a waist-shaped groove structure connected to the worm gear shaft of the steering wheel is provided on the inner side of the rotating inner ring.

[0009] The rotating middle ring is a stepped sleeve structure, the upper diameter of the rotating middle ring is smaller than the lower diameter of the rotating middle ring; the upper side of the lower part of the rotating middle ring is connected to the middle ring limiting boss.

[0010] The rotating outer ring is a circular ring structure, which is located on the rotating outer ring and connected to the outer ring limiting boss.

[0011] The rotating upper circle is a stepped sleeve structure, and the upper diameter of the rotating upper circle is larger than the lower diameter of the rotating upper circle; the lower side of the upper part of the rotating upper circle is connected to the upper circle limiting boss, and the upper circle limiting boss is an inverted "convex" structure.

[0012] The rotating lower ring is a circular ring structure, and a lower ring limiting groove is provided on the outer side of the rotating lower ring. The lower ring limiting groove is a trapezoidal structure.

[0013] The top of the outer cam is connected to a sound insulation gasket.

[0014] The top of the outer cam is provided with two triangular bosses and a plurality of arc-shaped grooves, and the triangular bosses of the outer cam are embedded in the lower circle limiting grooves of the rotating lower circle.

[0015] The outer edge of the inner cam and the outer edge of the upper part of the outer cam are respectively provided with four limiting bosses.

[0016] The sound insulation gasket is an annular structure, and a plurality of sound insulation gasket bosses are evenly distributed at the bottom of the sound insulation gasket. The sound insulation gasket bosses are embedded in the arc-shaped groove at the top of the outer cam.

[0017] Compared with the prior art, the present application provides a rotation limit device for a wire-controlled steering column that can withstand high torque. Since the wire-controlled steering column only needs to provide a rotational torque that simulates the road feel, it adopts a ring design with a smaller space and a more compact structure. And because the wire-controlled steering column has no intermediate shaft connection, it is necessary to add a rotation angle limit device to the wire-controlled steering column to synchronize with the steering gear.

[0018] The functional goal of rotating an angle greater than 360° is achieved by using the form of nested annular rings. The angle of this corner device is easy to adjust, and the total rotation angle can be adjusted by setting the width of the boss of each circle. At the same time, when the circle angle runs to the end, a locking mechanism will be triggered. This locking mechanism is used to withstand the rotational torque at the end of the steering wheel, and can withstand a maximum rotational torque of 120N*m.

[0019] Since the corner mechanism in this design does not need to bear the terminal torque transmitted from the steering wheel, plastic parts can be used, and the knocking and impact sound between the rings during operation will be greatly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of the overall layout of the steer-by-wire system.

[0021] FIG2 is a schematic diagram of the upper actuator assembly of the steer-by-wire system.

[0022] FIG3 is a schematic diagram of the arrangement of the wire-controlled hard limiter in the upper pipe string.

[0023] FIG4 is a schematic diagram of the overall structure of the rotation limit device of the wire-controlled steering column capable of withstanding high torque of the present application.

[0024] Figure 5 is a schematic diagram of the parts structure of the corner mechanism.

[0025] FIG6 is a schematic diagram showing the assembly and driving relationship between the rotating inner ring and the worm gear shaft in the corner mechanism.

[0026] FIG7 is a schematic diagram showing the cooperation and driving relationship between the rotating inner ring and the rotating middle ring in the corner mechanism.

[0027] FIG8 is a schematic diagram showing the cooperation and driving relationship between the rotating middle ring and the rotating outer ring in the corner mechanism.

[0028] FIG9 is a schematic diagram showing the cooperation and driving relationship between the rotating outer ring and the rotating upper ring in the corner mechanism.

[0029] FIG10 is a schematic diagram showing the cooperation and driving relationship between the upper rotating circle and the lower rotating circle in the corner mechanism.

[0030] FIG11 is a schematic diagram of the parts structure of the locking mechanism.

[0031] FIG12 is a schematic structural diagram of the outer cam and the sound insulation gasket in the locking mechanism.

[0032] FIG13 is a diagram showing the state before the end locking.

[0033] FIG14 is a diagram showing the state after the end is locked.

[0034] FIG15 is a transverse cross-sectional view after the end is locked.

[0035] FIG16 is a longitudinal sectional view before the end is locked.

[0036] FIG17 is a longitudinal cross-sectional view after the end is locked. DETAILED DESCRIPTION

[0037] The present application will be further described below with reference to the accompanying drawings.

[0038] Figure 1 shows the overall layout of the steer-by-wire system, including a steering shaft 1, a steering-by-wire column 2, a road feel simulation control unit 3 (including a controller and motor), a connecting harness 4, a speed reduction mechanism 5, a steering gear 6, a steering motor 7, a steering assist control unit 8, and tie rods 9. The steering wheel is splined to the input shaft of the steering shaft 1. When the driver applies torque (hereinafter referred to as hand force) to turn the steering wheel, the steering shaft 1 rotates. The input shaft of the steering shaft 1 is splined to the steering-by-wire column 2. The road feel simulation control unit 3 transmits the angle signal to the steering assist control unit 8 via the connecting harness 4. The steering-by-wire column 2 is connected to the steering gear 6 only via the connecting harness 4. The steering assist control unit 8 drives the steering motor 7 according to the road load to provide assistance, pushing the rack left and right. The tie rods 9 then rotate the tires to achieve steering. At the same time, the power steering control unit 8 will feed back the resistance of the road surface to the road feel simulation control unit 3, calculate the matching tactile torque based on the built-in software algorithm, and drive the motor in the road feel simulation control unit 3 to provide resistance torque, which is then decelerated and torque-increased by the deceleration mechanism 5 and then fed back to the steering wheel, so that the entire wire-controlled steering column 2 can provide the driver with virtual road feedback.

[0039] As shown in Figures 2 and 3, the upper actuator assembly of the steer-by-wire system includes an upper column assembly 10, a steering column 11, and a rotation limiter 12. The steering column 11 in the upper column assembly 10 rotates with the steering wheel and mates with the external splines of the input shaft of the road feel simulation control unit 3 via a splined fit. The input shaft of the road feel simulation control unit 3 drives the rotation mechanism in the rotation limiter 12, and can rotate to a maximum of ±540° left and right, stopping when it contacts a mechanical hard limiter to achieve rotational limit. The rotation limiter 12 of the road feel simulation control unit 3 is fastened to the steering column 11 in the upper column assembly 10 via screws. The steering column 11 here corresponds to the steer-by-wire column 2 in Figure 1. In fact, the steering shaft 1, road feel simulation control unit 3 (including the controller and motor), connecting wiring harness 4, and reduction mechanism 5 in Figure 1 are also components of the upper actuator assembly.

[0040] As shown in Figure 4, the rotation limiting device 12 includes a rotation mechanism 13 and a locking mechanism 14. The locking mechanism 14 is axially connected to the lower portion of the rotation mechanism 13. A servo housing 16 is provided outside the rotation mechanism 13 and the locking mechanism 14.

[0041] As shown in Figure 5, the turning mechanism 13 includes a rotating inner ring 13-1, a rotating middle ring 13-3, a rotating outer ring 13-5, a rotating upper ring 13-7, and a rotating lower ring 13-9. The rotating inner ring 13-1, the rotating middle ring 13-3, the rotating outer ring 13-5, the rotating upper ring 13-7, and the rotating lower ring 13-9 are nested in sequence from top to bottom and connected to the worm gear shaft 15 of the online steering wheel.

[0042] The rotating inner ring 13-1 is a stepped sleeve structure, and the bottom diameter of the rotating inner ring 13-1 is smaller than the upper diameter of the rotating inner ring 13-1; the inner ring limiting boss 13-2 is connected to the outer side of the lower part of the rotating inner ring 13-1, and a waist-shaped groove structure connected to the worm gear shaft 15 of the steering wheel is provided on the inner side of the rotating inner ring 13-1.

[0043] The rotating middle ring 13-3 is a stepped sleeve structure, and the upper diameter of the rotating middle ring 13-3 is smaller than the lower diameter of the rotating middle ring 13-3; the upper side of the lower part of the rotating middle ring 13-3 is connected to the middle ring limiting boss 13-4.

[0044] The rotating outer ring 13 - 5 is a circular ring structure, and the outer ring limiting boss 13 - 6 is connected to the rotating outer ring 13 - 5 .

[0045] The rotating upper circle 13-7 is a stepped sleeve structure, and the upper diameter of the rotating upper circle 13-7 is larger than the lower diameter of the rotating upper circle 13-7; the lower side of the upper part of the rotating upper circle 13-7 is connected to the upper circle limiting boss 13-8, and the upper circle limiting boss 13-8 is an inverted "convex" structure.

[0046] The rotating lower circle 13-9 is a circular ring structure, and a lower circle limiting groove 13-10 is provided on the outer side of the rotating lower circle 13-9. The lower circle limiting groove 13-10 is a trapezoidal structure.

[0047] The rotation principle of the corner mechanism 13 is as follows:

[0048] 1. As shown in FIG6 , when the steering wheel drives the worm shaft 15 to rotate, the worm shaft 15 drives the rotating inner ring 13 - 1 to rotate through the waist-shaped groove structure.

[0049] 2. As shown in FIG7 , when the rotating inner ring 13 - 1 rotates until the boss surface of the inner ring limiting boss 13 - 1 contacts the rotating middle ring 13 - 3 , the rotating inner ring 13 - 1 will drive the rotating middle ring 13 - 3 to rotate through the inner ring limiting boss 13 - 1 .

[0050] 3. As shown in FIG8 , when the rotating middle ring 13 - 3 rotates until the boss surface of the middle ring limiting boss 13 - 4 contacts the rotating outer ring 13 - 5 , the rotating middle ring 13 - 3 will drive the rotating outer ring 13 - 5 to rotate through the middle ring limiting boss 13 - 4 .

[0051] 4. As shown in FIG9 , when the rotating outer ring 13 - 5 rotates until the boss surface of the outer ring limiting boss 13 - 6 contacts the rotating upper ring 13 - 7 , the rotating outer ring 13 - 5 will drive the rotating upper ring 13 - 7 to rotate through the outer ring limiting boss 13 - 6 .

[0052] 5. As shown in FIG10 , when the upper rotating ring 13 - 7 rotates until the boss surface of the upper ring limiting boss 13 - 8 contacts the lower rotating ring 13 - 9 , the upper rotating ring 13 - 7 will drive the lower rotating ring 13 - 9 to rotate through the upper ring limiting boss 13 - 8 until the end of the corner mechanism 13 .

[0053] In this embodiment, the internal and external and upper and lower nesting methods are adopted to make the structure of the rotation limit device more compact. Among them, for the above-mentioned limiting bosses, except for the inner circle limiting boss 13-1, the other limiting bosses not only receive the impact of the previous rotation circle (such as through the first wall of the limiting boss), but also the limiting boss (such as through the second wall of the limiting boss, the second wall is opposite to the first wall) hits the next rotation circle. Such an arrangement can achieve the normal operation of the corner mechanism 13 on the basis of minimizing the number of bosses, making the structure of the rotation limit device more compact, which is conducive to achieving the maximum angle adjustment within the smallest envelope space. In other alternative embodiments, for a certain rotation circle, the structure that receives the impact of the previous rotation circle and the structure that hits the next rotation circle can be set as two independent structures.

[0054] It should be noted that, in this embodiment, as a preferred setting, five rotating circles are provided, corresponding to the above-mentioned rotating inner circle 13-1, rotating middle circle 13-3, rotating outer circle 13-5, rotating upper circle 13-7, and rotating lower circle 13-9. Among them, when the steering wheel drives the worm gear shaft 15 to rotate, it drives the rotating inner ring 13-1 to rotate; after the rotating inner ring 13-1 rotates to the point where the inner ring limiting boss 13-1 contacts the middle ring limiting boss 13-4 of the rotating middle ring 13-3, it drives the rotating middle ring 13-3 to rotate; after the rotating middle ring 13-3 rotates to the point where the middle ring limiting boss 13-4 contacts the outer ring limiting boss 13-6 of the rotating outer ring 13-5, it drives the rotating outer ring 13-5 to rotate; after the rotating outer ring 13-5 rotates to the point where the outer ring limiting boss 13-6 contacts the upper ring limiting boss 13-8 of the rotating upper ring 13-7, it drives the rotating upper ring 13-7 to rotate; after the rotating upper ring 13-7 rotates to a certain position, it drives the rotating lower ring 13-9 to rotate through the upper ring limiting boss 13-8. It can be seen from this that before the inner ring limiting boss 13-1 contacts the middle ring limiting boss 13-4, the rotating middle ring 13-3 will not rotate; before the middle ring limiting boss 13-4 contacts the outer ring limiting boss 13-6, the rotating outer ring 13-5 will not rotate; before the outer ring limiting boss 13-6 contacts the upper ring limiting boss 13-8, the rotating upper ring 13-7 will not rotate; before the upper ring limiting boss 13-8 contacts the corresponding structure on the rotating lower ring 13-9, the rotating lower ring 13-9 will not rotate.

[0055] That is, the worm gear shaft 15 is used to drive the rotating inner ring 13-1 and the inner cam 14-1 to rotate. The rotating inner ring 13-1 is used to drive the rotating middle ring 13-3 to rotate after rotating to a preset position. The rotating middle ring 13-3 is used to drive the rotating outer ring 13-5 to rotate after rotating to a preset position. The rotating outer ring 13-5 is used to drive the rotating upper ring 13-7 to rotate after rotating to a preset position. The rotating upper ring 13-7 is used to drive the rotating lower ring 13-9 to rotate after rotating to a preset position. Among them, when the rotating lower ring 13-9 rotates, it can drive the outer cam 14-2 to axially descend to approach the inner cam 14-1. When the outer cam (14-2) axially descends into place, the outer cam (14-2) and the inner cam (14-1) are engaged and are in a locked state.

[0056] As can be seen from the foregoing, in this embodiment, the worm gear shaft 15 passes through multiple rotation circles, which are pushed step by step, so that the worm gear shaft 15 can rotate multiple circles according to the setting requirements. The number of rotation circles can be increased or decreased accordingly according to the actual setting requirements.

[0057] As shown in Figures 11 and 12, the locking mechanism 14 includes an inner cam 14-1, an outer cam 14-2, a return spring 14-3, and a nut 14-4. The bottom of the worm gear shaft 15 is axially connected to the inner cam 14-1. The upper portion of the outer cam 14-2 is sleeved on the outer side of the inner cam 14-1, and the lower portion of the outer cam 14-2 is sleeved on the nut 14-4. The return spring 14-3 is sleeved on the outer cam 14-2 between the upper portion of the outer cam 14-2 and the nut 14-4. Before locking, the outer cam 14-2 is separated from the inner cam 14-1 and positioned above the inner cam 14-1. When locking, the outer cam 14-2 engages with the inner cam 14-1. When the steering wheel is reversed, the return spring 14-3 releases the outer cam 14-2 from the inner cam 14-1 and resets it.

[0058] As shown in Figure 12, the top of the outer cam 14-2 is connected to a sound insulation gasket 14-5; two triangular bosses 14-8 and a plurality of arc-shaped grooves 14-7 are provided on the top of the outer cam 14-2, and the triangular bosses 14-8 of the outer cam 14-2 are embedded in the lower circle limiting groove 13-10 of the rotating lower circle 13-8; four first bosses 14-9 are provided on the upper outer edge of the outer cam 14-2; the sound insulation gasket 14-5 is an annular structure, and a plurality of sound insulation gasket bosses 14-6 are evenly distributed on the bottom of the sound insulation gasket 14-5, and the sound insulation gasket bosses 14-6 are embedded in the arc-shaped grooves 14-7 on the top of the outer cam 14-2.

[0059] As previously mentioned, when the steering wheel is reversed, the return spring forces the outer cam 14-2 to return to its original position. The provision of the sound insulation gasket 14-5 prevents the outer cam 14-2 from rigidly contacting the servo housing 16, thereby protecting both the outer cam 14-2 and the servo housing 16 and reducing vibration. Specifically, the function of the sound insulation gasket 14-5 is to prevent the outer cam 14-2 from directly colliding with the servo housing 16 during the return process when the steering wheel is reversed after the end lock, thereby generating metal-to-metal knocking noise. Therefore, a plastic component is required to provide a barrier.

[0060] Two triangular bosses 14-8 are provided here to make the movement process more stable and the forces on both sides can be balanced. If only one triangular boss 14-8 is provided, corresponding adjustment or coordination can also be achieved, but one triangular boss 14-8 is likely to generate radial driving force, which makes the stability during the movement lower.

[0061] Furthermore, as shown in FIG12 , the surface of the triangular boss 14-8 that mates with the rotating lower ring 13-8 is a spirally ascending surface, and the surface of the rotating lower ring 13-8 that mates with the triangular boss 14-8 is also a corresponding spiral surface. This ensures that the triangular boss 14-8 and the rotating lower ring 13-8 can maintain a reliable fit and coordination when coordination is required. As shown in FIG12 and FIG15 , the four first bosses 14-9 provided on the upper outer edge of the outer cam 14-2 are configured to engage with the servo housing 16, facilitating coordination between the outer cam 14-2 and the servo housing 16 and also contributing to ensuring the overall stability and reliability of the rotation limiter.

[0062] A reinforcing rib groove is provided at the lower end of the servo housing 16 for the outer cam 14 - 2 to slide up and down in the groove for axial movement.

[0063] The inner cam 14-1 is internally coupled to the worm gear shaft 15 and rotates in permanent synchronization with the shaft. Four stopper bosses 14-11 are located on the outer side of the cam, which are used to lock the outer cam 14-2. Specifically, as shown in Figures 12 and 15, four second protrusions 14-10 are spaced apart on the inner wall of the outer cam 14-2. These four second protrusions 14-10 are designed to engage with the four stopper bosses 14-11 on the inner cam 14-1 to achieve locking.

[0064] It should be noted that, in theory, when the outer cam 14-2 descends into position and engages the inner cam 14-1, the greater the number of cooperating second protrusions 14-10 and limiting bosses 14-11, the greater the torque it can withstand. However, in practice, a certain amount of wiggle room is required to allow for the inner cam 14-1 to move when the steering wheel is subsequently reversed. Specifically, in this embodiment, as a preferred arrangement, four second protrusions 14-10 are evenly distributed circumferentially on the inner wall of the outer cam 14-2. This allows for both high torque resistance and a certain amount of wiggle room, while also helping to reduce the overall cost of the rotation limiter.

[0065] In other alternative embodiments, the second protrusion 14-10 and the limiting boss 14-11 may also be set to other numbers, as long as the outer cam 14-2 and the inner cam 14-1 can be reliably engaged or matched when the outer cam 14-2 drops into place and needs to be locked, and the outer cam 14-2 can be reliably reset when the lock needs to be released.

[0066] As another preferred configuration, an end damping block made of a cushioning material can be installed at the point where the inner cam 14-1 and the outer cam 14-2 mate to prevent metal knocking or impact when the outer cam 14-2 collides with the inner cam 14-1. To further simplify the structure and ensure its compactness, the end damping block itself can also serve as the second protrusion 14-10 or the limiting boss 14-11. Depending on the actual configuration, the end damping block can be installed on either the inner cam 14-1 or the outer cam 14-2.

[0067] The following is a brief description of how this application works:

[0068] As shown in Figure 13, when the corner mechanism 13 rotates to the end, the rotating lower ring 13-9 will be tightly attached to the outer cam 14-2 in the form of a sloped downward pressure surface. Specifically, this is achieved through the cooperation between the lower ring limiting groove 13-10 of the rotating lower ring 13-9 and the triangular boss 14-8.

[0069] As shown in Figure 14, as the steering wheel continues to rotate from the end of the steering mechanism 13, the lower rotating ring 13-9 presses the outer cam 14-2 downward via the inclined surface. As the lower rotating ring 13-9 continues to rotate, the outer cam 14-2 continues to descend. When the lower rotating ring 13-9 rotates 20°, the corresponding lowering height of the outer cam 14-2 is 7.5 mm. The above-mentioned 20° and 7.5 mm are merely preferred parameters in this embodiment and can be adjusted according to actual needs in other alternative embodiments.

[0070] On the basis of the cooperation between the rotating lower ring 13-9 and the outer cam 14-2, after the steering wheel is rotated to a certain position, the rotation of the rotating lower ring 13-9 will drive the outer cam 14-2 to move axially downward, that is, the rotating lower ring 13-9 will press the outer cam 14-2 downward through the inclined surface, causing the outer cam 14-2 to drop.

[0071] As shown in Figure 15, when the outer cam 14-2 is axially translated and pressed downward, it collides with the inner cam 14-1 via the four second protrusions 14-10 and the four stop bosses 14-11, achieving a locking function. At this point, the steering wheel cannot rotate further. The design of the four second protrusions 14-10 significantly improves strength. As shown in Figure 16, before the outer cam 14-2 is pressed downward, the outer cam 14-2 and the inner cam 14-1 are axially offset and do not interfere with each other.

[0072] As shown in Figure 17, once the outer cam 14-2 is pressed downward, the outer cam 14-2 and the inner cam 14-1 overlap. When the outer cam 14-2 is lowered into place, the outer cam 14-2 collides with the inner cam 14-1 and engages, achieving locking. When the steering wheel is reversed or the driver releases the steering wheel, the return spring 14-3 quickly pushes the outer cam 14-2 axially upward, returning to the state shown in Figure 16.

[0073] Although the above describes specific embodiments of the present invention, it should be understood by those skilled in the art that these are merely illustrative and that various changes or modifications may be made to these embodiments without departing from the principles and essence of the present invention. Therefore, the scope of protection of the present invention is defined by the appended claims.

Claims

1. A rotation limiter for a wire-controlled steering column capable of withstanding high torque, comprising a rotation angle mechanism and a locking mechanism, characterized in that: The lower part of the corner mechanism (13) is connected to a locking mechanism (14); The corner mechanism (13) comprises a rotating inner ring (13-1), a rotating middle ring (13-3), a rotating outer ring (13-5), a rotating upper ring (13-7), and a rotating lower ring (13-9); the rotating inner ring (13-1), the rotating middle ring (13-3), the rotating outer ring (13-5), the rotating upper ring (13-7), and the rotating lower ring (13-9) are nested in sequence from top to bottom and connected to the worm gear shaft (15) of the steering wheel; The locking mechanism (14) comprises an inner cam (14-1), an outer cam (14-2), a return spring (14-3), and a nut (14-4); the bottom of the worm shaft (15) is axially connected to the inner cam (14-1); the upper part of the outer cam (14-2) is sleeved on the outer side of the inner cam (14-1); the lower part of the outer cam (14-2) is sleeved on the nut (14-4); and the return spring (14-3) is sleeved on the outer cam (14-2) between the upper part of the outer cam (14-2) and the nut (14-4); A servo housing (16) is provided outside the corner mechanism (13) and the locking mechanism (14).

2. A high-torque rotation limiter for a wire-controlled steering column according to claim 1, characterized in that: The worm gear shaft (15) is used to drive the rotating inner ring (13-1) and the inner cam (14-1) to rotate; the rotating inner ring (13-1) is used to drive the rotating middle ring (13-3) to rotate after rotating to a preset position; the rotating middle ring (13-3) is used to drive the rotating outer ring (13-5) to rotate after rotating to a preset position; the rotating outer ring (13-5) is used to drive the rotating upper ring (13-7) to rotate after rotating to a preset position; and the rotating upper ring (13-7) is used to drive the rotating lower ring (13-9) to rotate after rotating to a preset position; When the rotating lower ring (13-9) rotates, it can drive the outer cam (14-2) to descend axially to approach the inner cam (14-1); when the outer cam (14-2) descends axially to a position, the outer cam (14-2) and the inner cam (14-1) are engaged and in a locked state.

3. A high-torque rotation limiter for a wire-controlled steering column according to claim 1 or 2, characterized in that: The rotating inner ring (13-1) is a stepped sleeve structure, and the bottom diameter of the rotating inner ring (13-1) is smaller than the upper diameter of the rotating inner ring (13-1); the inner ring limiting boss (13-1) is connected to the outer side of the lower part of the rotating inner ring (13-1), and a waist-shaped groove structure connected to the worm gear shaft (15) of the steering wheel is provided on the inner side of the rotating inner ring (13-1).

4. A high-torque rotation limiter for a wire-controlled steering column according to any one of claims 1 to 3, characterized in that: The rotating middle ring (13-3) is a stepped sleeve structure, the upper diameter of the rotating middle ring (13-3) is smaller than the lower diameter of the rotating middle ring (13-3); the middle ring limiting boss (13-4) is connected to the upper side of the lower part of the rotating middle ring (13-3).

5. A high-torque rotation limiter for a wire-controlled steering column according to any one of claims 1 to 4, characterized in that: The rotating outer ring (13-5) is a circular ring structure, and the outer ring limiting boss (13-6) is connected to the rotating outer ring (13-5).

6. A high-torque rotation limiter for a wire-controlled steering column according to any one of claims 1 to 5, characterized in that: The rotating upper circle (13-7) is a stepped sleeve structure, and the upper diameter of the rotating upper circle (13-7) is larger than the lower diameter of the rotating upper circle (13-7); the upper circle limiting boss (13-8) is connected to the lower side of the upper part of the rotating upper circle (13-7), and the upper circle limiting boss (13-8) is an inverted "convex" structure.

7. A high-torque rotation limiter for a wire-controlled steering column according to any one of claims 1 to 6, characterized in that: The rotating lower ring (13-9) is a circular ring structure, and a lower ring limiting groove (13-10) is provided on the outer side of the rotating lower ring (13-9), and the lower ring limiting groove (13-10) is a trapezoidal structure.

8. A high-torque rotation limiter for a steering-by-wire column according to any one of claims 1 to 7, characterized in that: The top of the outer cam (14-2) is connected with a sound insulation gasket (14-5).

9. A high-torque rotation limiter for a wire-controlled steering column according to claim 1 or 8, characterized in that: The top of the outer cam (14-2) is provided with two triangular bosses (14-8) and a plurality of arc-shaped grooves (14-7), and the triangular bosses (14-8) of the outer cam (14-2) are embedded in the lower ring limiting grooves (13-10) of the rotating lower ring (13-8).

10. A high-torque rotation limiter for a wire-controlled steering column according to any one of claims 1 to 9, characterized in that: Four limiting bosses are respectively provided on the outer edge of the inner cam (14-1) and the outer edge of the upper portion of the outer cam (14-2).

11. The high-torque rotation limiter for a wire-controlled steering column according to claim 10, characterized in that: The inner wall of the outer cam (14-2) is provided with four second protrusions (14-10), and the four second protrusions (14-10) are used to cooperate with the four limiting bosses on the outer edge of the inner cam (14-1).

12. The high-torque rotation limiter for a wire-controlled steering column according to claim 8, characterized in that: The sound insulation gasket (14-5) is an annular structure. A plurality of sound insulation gasket bosses (14-6) are evenly distributed on the bottom of the sound insulation gasket (14-5). The sound insulation gasket bosses (14-6) are embedded in the arc-shaped groove (14-7) on the top of the outer cam (14-2).

13. A high-torque rotation limiter for a wire-controlled steering column according to any one of claims 1 to 12, characterized in that: An end damping block made of a buffer material is provided at the position where the inner cam (14-1) and the outer cam (14-2) match.

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