Steering Feedback Actuator End-Stop Design for Multi-Turn Rotation
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Solution Overview
Problem
Conventional steer-by-wire systems in vehicles are limited by mechanical travel limiters that restrict steering wheel rotation to around ±170 degrees, lacking the ability to provide extended rotation ranges while maintaining robust end stop mechanisms and efficient packaging.
Innovation Solution
A multi-turn steering feedback actuator system with a steering column assembly featuring a pin, housing, and a stop ring with two stops, allowing for a steering range of up to ±340 degrees, incorporating damping elements for a premium feel and adjustable motion range, and integrating with a gear or pulley system for variable feedback torque generation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Length of moving object
If conventional mechanical pins or stoppers are used to limit steering wheel rotation, then the steering wheel range of motion is restricted to around ±170 degrees, but the structure remains simple and reliable
Solution Approach 1:
The travel limiter is divided into multiple independent stops (first stop and second stop) spaced at different angular positions around the input shaft. This segmentation allows the steering wheel to rotate through a larger range (±340 degrees) by sequentially engaging different stops, while each individual stop remains structurally simple and reliable.
2Adaptability or versatility
If the steering wheel rotation range is extended beyond ±170 degrees, then multi-turn steering capability is achieved, but the risk of excessive rotation and component damage increases
Solution Approach 1:
Multiple stops are pre-positioned at specific angular locations around the input shaft circumference. These stops are installed in advance to define the maximum rotation limits before operation begins, preventing excessive rotation and component damage while allowing extended ±340 degree steering capability.
3Reliability
If rigid end stops are used to prevent continuous rotation, then component protection is achieved, but the haptic feedback feels harsh and lacks premium quality
Solution Approach 1:
Damping elements are pre-installed on the stops to cushion the impact before the rigid stop engages. This beforehand cushioning reduces the harshness of the end stop sensation, providing smoother haptic feedback and premium-quality steering feel while maintaining reliable component protection.
4Length of moving object
If multiple stops are added to enable ±340 degrees rotation, then steering range is extended, but the number of parts and assembly complexity increases
Solution Approach 1:
Multiple stops are merged into a single integrated travel limiter component that can be installed as one unit on the steering column. This merging approach enables ±340 degree rotation range while minimizing the number of separate parts and simplifying assembly, compared to using multiple independent stop mechanisms.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables extended steering wheel rotation with robust end stop mechanisms, providing a premium steering experience and improved reliability with variable feedback, suitable for steer-by-wire systems.
Implementation Method 1
In some examples, the contact surface of the stop can include a damping element, such as an O-ring, to provide a softer feel upon engagement.
Data Source
AI summary
A steering column assembly of a multi-turn steering feedback actuator system includes a shaft rotatable about an axis of rotation. A shaft stop extends radially outward from the axis of rotation. A housing includes a housing stop. A rotating member is rotatable about the axis of rotation and includes a first stop that prevents rotation of the shaft relative to the rotating member in a first direction when engaging the shaft stop, and prevents rotation of the shaft relative to the rotating member in a second direction opposite the first direction when engaging the shaft stop. The rotating member also has a second stop that prevents rotation of the rotating member relative to the housing in the first direction when engaging the housing stop, and that prevents rotation of the rotating member relative to the housing in the second direction when engaging the housing stop.