WO2022143805A1 - 车辆转向系统和具有其的车辆 - Google Patents

车辆转向系统和具有其的车辆 Download PDF

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Publication number
WO2022143805A1
WO2022143805A1 PCT/CN2021/142669 CN2021142669W WO2022143805A1 WO 2022143805 A1 WO2022143805 A1 WO 2022143805A1 CN 2021142669 W CN2021142669 W CN 2021142669W WO 2022143805 A1 WO2022143805 A1 WO 2022143805A1
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WIPO (PCT)
Prior art keywords
steering
steering shaft
shaft
vehicle
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2021/142669
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English (en)
French (fr)
Inventor
张鹏
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
Original Assignee
BYD Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN202023351625.2U external-priority patent/CN214112672U/zh
Priority claimed from CN202011630594.6A external-priority patent/CN114684251B/zh
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to EP21914537.2A priority Critical patent/EP4245645A4/en
Priority to JP2023538053A priority patent/JP2023554535A/ja
Priority to AU2021416210A priority patent/AU2021416210B2/en
Priority to KR1020237019886A priority patent/KR20230107326A/ko
Publication of WO2022143805A1 publication Critical patent/WO2022143805A1/zh
Priority to US18/210,229 priority patent/US20230322298A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/04—Hand wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/185—Steering columns yieldable or adjustable, e.g. tiltable adjustable by axial displacement, e.g. telescopically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/20—Connecting steering column to steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B62D15/0215—Determination of steering angle by measuring on the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/029—Steering assistants using warnings or proposing actions to the driver without influencing the steering system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/003—Backup systems, e.g. for manual steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/001—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup
    • B62D5/005—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback
    • B62D5/006—Mechanical components or aspects of steer-by-wire systems, not otherwise provided for in this maingroup means for generating torque on steering wheel or input member, e.g. feedback power actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/06—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle
    • B62D5/09—Power-assisted or power-driven steering fluid, i.e. using a pressurised fluid for most or all the force required for steering a vehicle characterised by means for actuating valves
    • B62D5/093—Telemotor driven by steering wheel movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2754/00—Output or target parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/702—Worm gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/83—Steering input members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/90—Driver alarms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2410/00—Constructional features of vehicle sub-units
    • B60Y2410/102—Shaft arrangements; Shaft supports, e.g. bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0409—Electric motor acting on the steering column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to a vehicle steering system and a vehicle having the same.
  • the upper part of the first steering shaft of the vehicle is usually fixedly connected to the steering wheel, and the lower part of the first steering shaft is usually connected to the steering gear, so that the steering torque applied by the driver on the steering wheel is transmitted to the steering gear to realize the steering of the vehicle.
  • the function of this kind of vehicle steering system is relatively simple.
  • the vehicle has emerging functions such as in-vehicle multimedia function, wire control function and automatic driving function, it is necessary to simulate the real steering feel of the vehicle to improve the user experience.
  • an object of the present application is to propose a vehicle steering system, which can simulate the steering when the first steering shaft and the steering gear transmit steering torque when the first steering shaft and the steering gear are disconnected from the steering torque transmission. feel, which can effectively improve the user experience.
  • Another object of the present application is to propose a vehicle having the above-mentioned vehicle steering system.
  • a vehicle steering system includes: a housing; a first steering shaft, wherein the first steering shaft is rotatably provided in the housing, and the first steering shaft is adapted to be combined with a steering gear to transmit steering torque, the first steering shaft is adapted to be separated from the steering gear to disconnect the steering torque transmission; a hand feeling simulation device, the hand feeling simulation device is connected with the first steering shaft, and the hand feeling simulation device is in the When the first steering shaft and the steering gear are disconnected from the steering torque transmission, the steering feel is simulated when the first steering shaft and the steering gear transmit steering torque.
  • the hand feel simulation device simulates the steering feel when the first steering shaft and the steering gear transmit steering torque when the first steering shaft and the steering gear are disconnected from the steering torque transmission.
  • the vehicle has emerging functions such as in-vehicle multimedia function, wire control function and automatic driving function, it can be used to simulate the real steering feel such as steering damping and return force, and can ensure the authenticity of the simulation, which can effectively improve the user experience. experience.
  • the hand feeling simulation device includes: a hand feeling driver, the hand feeling driver has an output shaft, and the hand feeling driver is arranged on the casing; an active part, the active part is fixed on the output on the shaft; a follower, the follower is fixed on the first steering shaft, and the follower cooperates with the driving member.
  • the vehicle steering system further includes: a rotation angle detector for detecting the rotation direction of the first steering shaft; a controller, the controller is respectively connected with the rotation angle detector and the Hand feel driver communication; wherein, when the first steering shaft is turned, the controller controls the hand feel driver to provide resistance that hinders the steering of the first steering shaft; when the first steering shaft returns to timing, the controller The tactile driver is controlled to provide a power assist for assisting the alignment of the first steering shaft.
  • the vehicle steering system further includes: a torque detector for detecting a driving road condition of the vehicle and sending a first torque signal; a controller, which is respectively connected with the torque detector and the torque detector. communication with the hand feel driver, the controller is configured to receive the first torque signal and control the hand feel driver according to the first torque signal to provide a simulation of the first steering shaft and the steering gear to the first steering shaft Road feel simulation torque when transmitting road feel torque.
  • the vehicle steering system further includes: a trip computer, which communicates with the controller, and the trip computer is used to detect the driving posture of the vehicle and send the data to the controller.
  • the second torque signal the controller controls the feel driver to provide the first steering shaft with a road feeling simulation when the first steering shaft and the steering gear transmit road feeling torque according to the second torque signal moment.
  • the vehicle steering system further includes: a safety detector for detecting whether the driver drives safely; a controller, which communicates with the safety detector and the feel driver respectively; Wherein, when the safety detector detects that there is a safety risk in driving, the controller controls the feel driver to provide a vibration force that drives the first steering shaft to alternate forward and reverse rotations.
  • the safety detector includes at least one of a fatigue detector, a lane departure detector, a collision detector, a lane change blind spot detector, and a reverse collision detector.
  • the housing includes: a body, in which the first steering shaft and the follower are both disposed; and a accommodating portion protruding from the body of the body the outer surface, and the interior of the accommodating portion communicates with the interior of the body, and the active member is arranged in the accommodating portion.
  • a part of the driving member protrudes into the body and cooperates with the driven member.
  • the free end of the output shaft extends into the accommodating part from one end of the accommodating part and is fixed with one end of the driving member, and the other end of the accommodating part is provided with a support member , the other end of the active piece is rotatably penetrated on the support piece.
  • the other end of the accommodating part is open, and the other end of the accommodating part is provided with a detachable end cover.
  • the central axis of the receiving portion is perpendicular to the central axis of the body.
  • the receiving portion and the body are integrally formed.
  • the tactile driver is detachably connected to the receiving portion.
  • the driving member is a worm
  • the driven member is a worm gear engaged with the worm
  • the helix angle of the worm gear is ⁇ , and the ⁇ satisfies: 30° ⁇ 40°.
  • the vehicle steering system further includes a coupling device, the coupling device includes the first steering shaft and a second steering shaft, the first steering shaft is connected to the steering gear, the first steering shaft A steering shaft is movable between a coupling position and an uncoupling position, in which the first steering shaft is combined with the second steering shaft and transmits the steering torque of the steering gear, the first steering shaft In the decoupling position, the second steering shaft is disconnected and the transmission of the steering torque of the steering gear is disconnected.
  • the coupling device includes the first steering shaft and a second steering shaft
  • the first steering shaft is connected to the steering gear
  • the first steering shaft A steering shaft is movable between a coupling position and an uncoupling position, in which the first steering shaft is combined with the second steering shaft and transmits the steering torque of the steering gear, the first steering shaft In the decoupling position, the second steering shaft is disconnected and the transmission of the steering torque of the steering gear is disconnected.
  • the coupling device further includes a third steering shaft, the first steering shaft is connected with the steering gear through the third steering shaft, and the first steering shaft is connected with the third steering shaft A steering shaft cooperates to transmit steering torque of the steering gear, the first steering shaft being movable relative to the third steering shaft between the coupled position and the decoupling position.
  • the coupling device further includes: a shaft sleeve, the shaft sleeve is sleeved on the first steering shaft, the shaft sleeve is axially fixed to the first steering shaft and is relative to the first steering shaft A first steering shaft is rotatable; a drive assembly, the drive assembly is connected to the bushing, the drive assembly drives the first steering shaft between the coupling position and the decoupling position through the bushing move.
  • a vehicle according to an embodiment of the present application includes the vehicle steering system according to any one of the above embodiments of the present application.
  • FIG. 1 is a perspective view of a vehicle steering system according to an embodiment of the present application.
  • FIG. 2 is a perspective view of the vehicle steering system shown in FIG. 1 from another angle;
  • FIG. 3 is a schematic diagram of the cooperation between the hand feeling simulation device of the vehicle steering system and the first steering shaft according to an embodiment of the present application;
  • FIG. 4 is a schematic diagram of the cooperation of the hand feeling simulation device of the vehicle steering system and another angle of the first steering shaft according to an embodiment of the present application;
  • FIG. 5 is a schematic diagram of the assembly of a first steering shaft and a follower of a vehicle steering system according to an embodiment of the present application
  • FIG. 6 is a schematic structural diagram of a vehicle steering system according to an embodiment of the present application.
  • Fig. 7 is a sectional view along line A-A in Fig. 6;
  • FIG. 8 is another schematic structural diagram of a vehicle steering system according to an embodiment of the present application.
  • Fig. 9 is a sectional view along line B-B in Fig. 8;
  • FIG. 10 is a schematic structural diagram of a vehicle steering system according to other embodiments of the present application.
  • FIG. 11 is a schematic structural diagram of a coupling device of a vehicle steering system according to an embodiment of the present application.
  • FIG. 12 is a schematic structural diagram of a coupling device of a vehicle steering system from another perspective according to an embodiment of the present application
  • FIG. 13 is a cross-sectional view of a coupling device of a vehicle steering system according to an embodiment of the present application, wherein the second transmission shaft is in a coupling position;
  • FIG. 14 is a cross-sectional view of a coupling device of a vehicle steering system according to an embodiment of the present application, wherein the second transmission shaft is in an uncoupling position;
  • 15 is a schematic structural diagram of a coupling device of a vehicle steering system according to an embodiment of the present application, wherein the second transmission shaft is located at the decoupling position;
  • 16 is a schematic structural diagram of a coupling device of a vehicle steering system according to an embodiment of the present application, wherein the second transmission shaft is located at the coupling position;
  • 17 is a cross-sectional view from another perspective of the coupling device of the vehicle steering system according to the embodiment of the present application, wherein the second transmission shaft is in the coupling position;
  • FIG. 18 is a cross-sectional view from another perspective of a coupling device of a vehicle steering system according to an embodiment of the present application, wherein the second drive shaft is in a decoupling position;
  • 19 is a schematic structural diagram of a second transmission shaft of a coupling device of a vehicle steering system according to an embodiment of the present application.
  • the following describes a vehicle steering system 100 according to an embodiment of the present application with reference to FIGS. 1 to 9 .
  • a vehicle steering system 100 includes a housing 1 , a first steering shaft 2 and a hand feel simulation device 3 .
  • the first steering shaft 2 is rotatably provided in the housing 1, the first steering shaft 2 is adapted to be combined with the steering gear to transmit steering torque, and the first steering shaft 2 is adapted to be separated from the steering gear to disconnect the steering torque transmission.
  • the hand feeling simulation device 3 is connected to the first steering shaft 2, and the hand feeling simulation device 3 simulates the steering feel when the first steering shaft 2 and the steering gear transmit steering torque when the first steering shaft 2 and the steering gear are disconnected from the steering torque transmission.
  • the hand feel simulation device 3 can provide resistance for the rotation of the first steering shaft 2, thereby simulating the steering damping feeling during steering; when the driver controls the steering wheel of the vehicle When driving the first steering shaft 2 back to the alignment, the hand feel simulation device 3 can provide the back alignment torque for the first steering shaft 2, thereby simulating the alignment force. Therefore, by setting the above-mentioned hand feeling simulation device 3, it can be used to simulate the real steering feel such as steering damping when the first steering shaft 2 and the steering gear transmit steering torque when the steering torque transmission is disconnected from the first steering shaft 2 and the steering gear.
  • the driving safety of the driver can be effectively improved; when the vehicle steering system 100 is a driving simulation system such as a steering system of a game car, the game experience can be improved , to ensure the authenticity of the simulation.
  • steering-by-wire system means that the traditional mechanical connection between the steering wheel and the steering wheel is cancelled (at this time, the first steering shaft 2 and the steering gear are disconnected from the transmission of steering torque), and the transmission of the steering torque is disconnected through the data bus.
  • a vehicle steering system 100 that transmits signals and obtains feedback commands from the steering control system.
  • the hand feeling simulation device 3 simulates the steering transmission between the first steering shaft 2 and the steering gear when the steering torque transmission between the first steering shaft 2 and the steering gear is disconnected.
  • Steering feel at torque when the vehicle has emerging functions such as in-vehicle multimedia functions, wire-controlled functions, and automatic driving functions, it can be used to simulate steering feel such as steering damping, return force, etc., and can ensure the authenticity of the simulation and improve the user experience. experience.
  • the hand feeling simulation device 3 includes a hand feeling driver 31 , an active part 32 and a driven part 33 .
  • the feel driver 31 has an output shaft
  • the feel driver 31 is provided on the housing 1
  • the driving member 32 is fixed on the output shaft
  • the driven member 33 is fixed on the first steering shaft 2
  • the driven member 33 is connected to the driving member. 32 fits.
  • the feel driver 31 can drive the driving member 32 to rotate through the output shaft and provide a torque opposite to the rotation direction of the follower 33, so as to provide resistance for the rotation of the follower 33 to use It is used to simulate the steering damping feeling; when the driver controls the steering wheel of the vehicle to drive the first steering shaft 2 and the driven member 33 back to alignment, the feel driver 31 can drive the driving member 32 to rotate and provide the same torque as the rotation direction of the driven member 33 , so as to provide assistance for the rotation of the follower 33 to simulate the normalizing force.
  • the feel driver 31 when the feel driver 31 is alternately forward and reversed at a high frequency, the function of vibration prompt can be realized.
  • the hand feeling simulation device 3 has a simple structure and is easy to implement.
  • the feel driver 31 may be a feel motor. But not limited to this.
  • the vehicle steering system 100 further includes a steering angle detector (not shown) and a controller (not shown).
  • the rotation angle detector is used to detect the rotation direction of the first steering shaft 2
  • the controller communicates with the rotation angle detector and the hand feeling driver 31 respectively.
  • the controller controls the feel driver 31 to provide resistance that hinders the steering of the first steering shaft 2; when the first steering shaft 2 returns to the timing, the controller controls the feel driver 31 to provide assistance for the first steering shaft 2 to return Positive help.
  • the steering angle detector when the steering angle detector detects a steering signal, the steering angle detector sends the detected steering signal to the controller, and the controller controls the feel driver 31 to rotate according to the received steering signal.
  • the feel driver 31 drives the active element 32 Rotate and make the driving member 32 provide a moment opposite to the rotational direction of the driven member 33 and the first steering shaft 2, thereby providing resistance to the rotation of the first steering shaft 2, so as to simulate the transmission between the first steering shaft 2 and the steering gear Steering damping sense during steering torque;
  • the angle detector detects the return signal, the angle detector sends the detected return signal to the controller, and the controller controls the feel driver 31 to rotate according to the received return signal.
  • the driving member 32 When the hand feel driver 31 drives the driving member 32 to rotate, the driving member 32 provides the same torque as the rotation direction of the driven member 33 and the first steering shaft 2, so as to provide assistance for the return of the first steering shaft 2 to be used for Simulate the normalizing force when the first steering shaft 2 and the steering gear transmit steering torque. Therefore, by providing the above-mentioned steering angle detector and controller, when the first steering shaft 2 and the steering gear are disconnected from the steering torque transmission, it can be used to simulate the steering damping feeling and Back to positive force, and can improve the authenticity and reliability of the simulation.
  • the vehicle steering system 100 further includes a torque detector (not shown in the figure), the torque detector is used to detect the driving road conditions of the vehicle and send a first torque signal, and the controller is respectively connected with the torque detector and the hand feel
  • the driver 31 communicates with the controller, and the controller is used for receiving the first torque signal and controlling the feel driver 31 to provide the first steering shaft 2 with the road feeling simulation torque when the first steering shaft 2 and the steering gear transmit the road feeling torque.
  • the first torque signal received by the controller is different, so that the first steering shaft 2 can be provided with different road feeling Simulated torque, since the first steering shaft 2 is usually connected with the steering wheel, the first steering shaft 2 can transmit the simulated torque of the road feeling to the steering wheel, so as to clearly feedback the road state of the vehicle. Therefore, by setting the above-mentioned torque detector, when the vehicle steering system 100 is a steering-by-wire system, the controller can control the feel driver 31 to rotate according to the first torque signal detected by the torque detector, and make the feel driver 31 rotate toward the first torque signal.
  • a steering shaft 2 provides a road feeling simulation torque, so that the feedback force of the vehicle driving road to the vehicle steering system 100 can be simulated in real time, which effectively feedbacks the driving road conditions of the vehicle, provides a more realistic road feeling for the driver, and improves the speed of the vehicle. manipulativeness.
  • the vehicle steering system 100 further includes a trip computer, the trip computer communicates with the controller, the trip computer is used to detect the driving attitude of the vehicle and send a second torque signal to the controller, and the controller according to the second torque
  • the signal controls the feel driver 31 to provide the first steering shaft 2 with a road feeling simulation torque when the first steering shaft 2 and the steering gear transmit the road feeling torque.
  • the driving posture of the vehicle refers to the posture of the vehicle in the driving state. For example, under the influence of the external environment, the vehicle will slide, drift, etc., causing the center of gravity of the whole vehicle to change continuously. Also changing.
  • the trip computer is the vehicle controller.
  • the controller can control the feel driver 31 to rotate according to the second torque signal sent by the trip computer and make the feel driver 31 provide a larger torque for the first steering shaft 2 and the steering wheel, so as to increase the weight of the steering wheel and make the It is more stable; when the vehicle is running at a low speed, the controller can control the feel driver 31 to rotate according to the second torque signal sent by the trip computer and make the feel driver 31 drive the steering wheel more lightly through the first steering shaft 2, thereby making the steering wheel easier to rotate; When the vehicle sideslips, the controller can control the feel driver 31 to rotate according to the second torque signal sent by the trip computer and make the feel driver 31 correct the steering wheel through the first steering shaft 2, thereby ensuring driving safety.
  • the controller can control the feel driver 31 to rotate according to the second torque signal provided by the trip computer, And make the feel driver 31 provide the road feeling simulation torque to the first steering shaft 2 and the steering wheel, which effectively feeds back the driving attitude of the vehicle, so that the feedback force of the driving attitude of the vehicle to the vehicle steering system 100 can be simulated in real time, and the driving attitude of the vehicle can be simulated in real time.
  • a more realistic road feeling further improves the maneuverability of the vehicle.
  • the vehicle steering system 100 further includes a safety detector, which is used to detect whether the driver is driving safely, and the controller communicates with the safety detector and the feel driver 31 respectively.
  • the safety detector detects that there is a safety risk in driving
  • the controller controls the feel driver 31 to provide a vibration force that drives the first steering shaft 2 to alternate forward and reverse rotations. Therefore, by providing the above-mentioned safety detector and controller, it can play the role of a vibration prompt when there is a safety risk in driving, so as to provide a vibration feeling for the driver, and the driving safety can be effectively improved.
  • the safety detector includes at least one of a fatigue detector, a lane departure detector, a collision detector, a lane change blind spot detector, and a reverse collision detector.
  • the safety detector includes a fatigue detector
  • the fatigue detector detects that the driver is driving fatigued and sends the detected fatigue signal to the controller
  • the controller controls the feel driver 31 to alternate forward and reverse according to the received fatigue signal. Turn to realize the function of fatigue driving prompt, thereby reducing the risk of traffic accidents caused by fatigue driving.
  • the safety detector includes a lane departure detector
  • the controller can control the received lane departure warning signal according to the received lane departure warning signal.
  • the feel driver 31 alternately rotates forward and reverse, so that the lane departure warning prompt can be realized, and the risk of traffic accidents caused by deviating from the lane can be reduced.
  • the safety detector When the safety detector includes a collision detector, when the collision detector detects that the vehicle is about to collide with other vehicles, pedestrians, obstacles, etc., it will send a collision warning signal to the controller, and the controller can receive the collision warning according to the received collision warning signal.
  • the signal controls the feel driver 31 to rotate forward and reverse alternately, so that a collision warning prompt can be realized to avoid the occurrence of a collision.
  • the safety detector includes a lane change blind spot detector
  • the lane change blind spot detector can detect an overtaking vehicle in the blind spot of the rearview mirror and send a risk signal to the controller, and the controller can According to the above-mentioned risk signal received, the sensor driver 31 is controlled to rotate forward and reverse alternately, so as to realize the lane change blind spot prompt, and avoid traffic accidents due to the blind spot during the lane change process.
  • the safety detector includes a reversing collision detector
  • the reversing collision detector will give a reverse collision warning.
  • the signal is sent to the controller, and the controller can control the feel driver 31 to rotate forward and reverse alternately according to the received collision warning signal, so as to realize the reverse collision warning prompt and avoid safety accidents during the reversing process.
  • the vehicle steering system 100 can implement at least one of fatigue driving prompt, lane departure warning prompt, collision early warning prompt, lane change blind spot prompt, and reverse collision early warning prompt, thereby reducing the risk of traffic accidents , effectively improve driving safety.
  • the safety detector may also include other types of detectors, not limited to fatigue detectors, lane departure detectors, collision detectors, lane change blind spot detectors, and reverse collision detectors.
  • the housing 1 includes a body 11 and a receiving portion 12 .
  • the first steering shaft 2 and the follower 33 are both arranged in the main body 11 , the accommodating part 12 protrudes from the outer surface of the main body 11 , and the interior of the accommodating part 12 communicates with the interior of the main body 11 , and the driving part 32 is arranged in the accommodating part 11 . in section 12.
  • the accommodating portion 12 is connected to the radially outer side of the body 11 , and the shape of the accommodating portion 12 is adapted to the shape of the driving member 32 .
  • the main body 11 can effectively protect the first steering shaft 2 and the driven part 33
  • the accommodating part 12 can effectively protect the driving part 32 . Therefore, impurities such as external dust can be prevented from entering the interior of the housing 1 and affecting the rotation of the first steering shaft 2, the driven member 33 and the driving member 32; It can make the structure of the entire vehicle steering system 100 more compact and small, thereby reducing the space occupied by the vehicle steering system 100 in the vehicle, facilitating the spatial layout of other components in the vehicle, and increasing the legs of the driver. Department activity space.
  • a part of the driving member 32 extends into the body 11 and cooperates with the driven member 33 .
  • This arrangement can ensure the reliability of the cooperation between the driving member 32 and the driven member 33, so that the vehicle steering system 100 has the functions of steering damping, road feeling feedback, steering return force, and vibration prompting.
  • a part of 32 protrudes into the body 11 so that the radial dimension of the follower 33 can be smaller, thereby further improving the structural compactness of the vehicle steering system 100 and reducing the occupied space of the entire vehicle steering system 100 .
  • the free end of the output shaft extends from one end of the accommodating part 12 (eg, the left end in FIG. 2 ) into the accommodating part 12 and is connected to one end of the driving member 32 (eg, the left end in FIG. 4 ) is fixed, the other end (eg, the right end in FIG. 2 ) of the accommodating part 12 is provided with a supporting member 4 , and the other end (eg, the right end in FIG. 4 ) of the active member 32 is rotatable threaded on the support 4 .
  • the end of the active member 32 away from the feel driver 31 may be provided with a connecting portion 321 , and the diameter of the connecting portion 321 is smaller than that of the active member 32 .
  • a through fitting hole may be formed on the support member 4, and the connecting portion 321 is fitted in the fitting hole.
  • the diameter of the matching hole is larger than the diameter of the connecting portion 321 and smaller than the diameter of the driving member 32 .
  • the end of the driving member 32 away from the feel driver 31 can be supported on the supporting member 4, so that the rotation of the driving member 32 can be more stable, thereby improving the relationship between the driving member 32 and the driven member 33. coordination stability.
  • the above-mentioned other end (eg, the right end in FIG. 2 ) of the accommodating part 12 is open, and the above-mentioned other end (eg, the right end in FIG. 2 ) of the accommodating part 12 is provided with a Disassembled end cap 121.
  • the end cover 121 has better stopping and limiting functions, which can realize the axial positioning of the support member 4, thereby further ensuring the rotational stability of the driving member 32.
  • the end cover 121 can ensure the sealing performance of the casing 1, and prevent the operation of the driving member 32 and the driven member 33 from being affected due to external dust and other impurities entering the casing 1 through the above-mentioned other end of the accommodating portion 12, so as to ensure The reliability of the cooperation between the driving member 32 and the driven member 33 .
  • the support member 4 when the support member 4 is installed, the support member 4 can be extended from the open end of the accommodating portion 12 into the accommodating portion 12 and the driving member 32 can be passed through the supporting member 4 , and finally the end cover 121 can be installed on the accommodating portion 12 When disassembling the support 4, only the end cover 121 needs to be removed, and then the support 4 is taken out from the open end of the accommodating part 12, so that the installation and disassembly of the support 4 are more convenient, and the replacement of the support 4 is convenient.
  • the central axis of the accommodating portion 12 is perpendicular to the central axis of the body 11 .
  • the follower 33 is sleeved on the first steering shaft 2 , and the body 11 and the follower 33 are coaxially arranged with the first steering shaft 2 .
  • the driving member 32 is disposed coaxially with the accommodating portion 12 , and the driving member 32 and the accommodating portion 12 extend along the radial direction of the first steering shaft 2 .
  • This arrangement makes the structure of the entire casing 1 simple, facilitates processing, and facilitates the arrangement of the feel driver 31 , the driving member 32 and the driven member 33 .
  • the active member 32 located in the accommodating portion 12 and the driven member 33 located in the main body 11 can be better matched, so as to ensure that the driving feeling of the vehicle can be simulated more realistically.
  • the accommodating portion 12 and the body 11 may be integrally formed.
  • impurities such as dust can be prevented from entering the interior of the casing 1 due to a gap between the accommodating portion 12 and the main body 11 , thereby effectively improving the sealing performance of the entire casing 1 and ensuring the driving member 32 and the driven member 33 .
  • the normal operation of the vehicle steering system 100 improves the reliability of the simulated driving feel of the vehicle steering system 100 .
  • the accommodating portion 12 and the housing 1 can be connected without other components, so that the number of components of the entire vehicle steering system 100 can be reduced, the structure of the vehicle steering system 100 can be simpler, and the cost can be reduced.
  • the integrity of the entire vehicle steering system 100 can be improved, the vehicle steering system 100 and its installation and disassembly are more convenient, and the assembly and disassembly efficiency can be effectively improved.
  • the feel driver 31 is detachably connected to the accommodating portion 12 .
  • the installation and disassembly between the feel driver 31 and the accommodating portion 12 are more convenient, and when the feel driver 31 is repaired or replaced, it is only necessary to remove the feel driver 31 from the accommodating portion 12, which is more convenient to operate and can improve the Efficiency of overhaul and replacement.
  • the tactile driver 31 and the accommodating portion 12 are connected by threaded fasteners such as screws, so that a firm connection between the tactile driver 31 and the accommodating portion 12 can be achieved, and the cost is low.
  • the detachable connection between the feel driver 31 and the accommodating portion 12 can also be achieved by other means, such as a snap-fit structure. It can be understood that the connection mode between the feel driver 31 and the accommodating portion 12 can be specifically determined according to actual requirements, so as to better meet the actual application.
  • the driving member 32 is a worm
  • the driven member 33 is a worm gear engaged with the worm. Therefore, by engaging the worm gear and the worm, the transmission is more stable and reliable, and the noise of the vehicle steering system 100 can be reduced, while the real feel of the vehicle can be effectively simulated while driving.
  • the footprint of the vehicle steering system 100 referring to Fig. 3 and Fig. 4 , the driving member 32 is a worm, and the driven member 33 is a worm gear engaged with the worm. Therefore, by engaging the worm gear and the worm, the transmission is more stable and reliable, and the noise of the vehicle steering system 100 can be reduced, while the real feel of the vehicle can be effectively simulated while driving.
  • the footprint of the vehicle steering system 100 referring to Fig. 3 and Fig. 4 , the driving member 32 is a worm, and the driven member 33 is a worm gear engaged with the worm. Therefore, by engaging the worm gear and the worm, the transmission is more stable and reliable, and the noise of the vehicle
  • the helix angle of the worm gear is ⁇ , where ⁇ satisfies: 30° ⁇ 40°.
  • the worm gear and worm mechanism can be a non-self-locking mechanism, so that the worm can rotate clockwise under the driving of the output shaft of the feel driver 31, and can also rotate counterclockwise under the driving of the output shaft, so that the first steering shaft 2 When driving the worm wheel to turn, it provides resistance to simulate the steering damping feeling, and can provide assistance when the first steering shaft 2 drives the worm wheel to return to the timing, so as to simulate the return force, and the structure is more reliable.
  • the present application is not limited to this, and in other optional embodiments of the present application, the driving member 32 and the driven member 33 may also be helical gears (not shown in the figure) that mesh with each other. Therefore, the real feel of the vehicle when driving can also be effectively simulated, the structure is compact, the transmission is relatively accurate, the transmission efficiency is high, the operation is reliable, and the service life is long.
  • the driver 31 can drive the output shaft to drive the driving member 32 to rotate and provide a torque to the driven member 33 to drive the driving member 32 to rotate. It simulates the real driving feel such as steering damping, returning force and road feeling simulation torque, with simple structure and convenient operation.
  • a torque detector and a trip computer it can be used to detect the driving road conditions and driving attitude of the vehicle, so that the feedback force of the driving road conditions and driving attitude of the vehicle to the vehicle steering system 100 can be simulated, so as to provide the driver with a more realistic feedback force. road sense.
  • a safety detector by setting up a safety detector, it can play the role of a vibration prompt when there is a safety risk in driving, so as to provide the driver with a sense of vibration, and realize fatigue driving prompts, lane departure warning prompts, collision warning prompts, lane change blind spot prompts and reversing At least one of the collision warning prompts can effectively improve driving safety.
  • the entire vehicle steering system 100 has a compact and compact structure, which can effectively improve the assembly and disassembly efficiency, and has good sealing performance, which can prevent impurities such as dust from entering the interior of the housing 1, thereby ensuring the driving member 32 and the driven member 33. normal operation and high reliability.
  • the vehicle steering system 100 further includes a coupling device 10, and the coupling device 10 includes a second steering shaft 101 and a first steering shaft 2,
  • the first steering shaft 2 is connected with the steering gear, the first steering shaft 2 is movable between the coupling position and the decoupling position, and the first steering shaft 2 is combined with the second steering shaft 101 in the coupling position and transmits the steering torque of the steering gear , at this time, the synchronous rotation between the second steering shaft 101 and the first steering shaft 2 can be realized, as shown in FIG. 13 and FIG.
  • the transmission of the steering torque of the steering gear can realize the independent rotation of the second steering shaft 101 and the first steering shaft 2 at this time, as shown in FIG. 17 and FIG. 18 .
  • the hand feeling simulation device 3 is connected to the first steering shaft 2, and the hand feeling simulator 200 simulates the hand feeling when the first steering shaft 2 is in the coupling position when the first steering shaft 2 is in the decoupling position.
  • the second steering shaft 101 can be connected to the wheels, and the second steering shaft 101 and the first steering shaft
  • the steering gear and the wheels can move independently.
  • the feel simulation device 3 By connecting the feel simulation device 3 to the first steering shaft 2 , the first steering shaft 2 can transmit the force of the feel simulation device 3 to the steering gear. In this way, the structure of the coupling device 10 is more reasonable.
  • the coupling device 10 further includes a third transmission shaft 500 , and the first steering shaft 2 is connected to the steering gear through the third transmission shaft 500 .
  • the steering shaft 2 cooperates with the third transmission shaft 500 to transmit the steering torque of the steering gear, and the first steering shaft 2 is movable relative to the third transmission shaft 500 between the coupling position and the decoupling position.
  • the first steering shaft 2 can rotate synchronously with the steering gear through the third transmission shaft 500, and when the first steering shaft 2 moves between the coupling position and the decoupling position, the position of the steering gear remains unchanged, which improves the passenger's grip
  • the position of the steering gear is fixed to optimize the driving experience.
  • the third transmission shaft 500 is configured with a cavity 510, the first steering shaft 2 extends into the cavity 510, and the inner peripheral surface of the third transmission shaft 500 is configured with a plurality of splines, each The splines extend along the axial direction of the third transmission shaft 500 , a plurality of splines are arranged along the circumferential direction of the third transmission shaft 500 , the outer peripheral surface of the first steering shaft 2 is configured with a plurality of spline grooves 210 , each spline groove 210 Extending along the axial direction of the first steering shaft 2 , a plurality of spline grooves 210 are arranged along the circumferential direction of the first steering shaft 2 .
  • the plurality of splines mate with the plurality of spline grooves 210 . This facilitates the transmission of steering torque between the first steering shaft 2 and the third transmission shaft 500, and also facilitates the connection between the first steering shaft 2 and the third transmission shaft 500 along the axial direction of the first steering shaft 2 (ie the first steering shaft 2).
  • the axial directions of the three transmission shafts 500 ) slide relative to each other.
  • the coupling device 10 further includes a shaft sleeve 300 and a drive assembly 400 , the shaft sleeve 300 is sleeved on the first steering shaft 2 , and the shaft sleeve 300 is connected to the drive assembly 400 .
  • the first steering shaft 2 is axially fixed and rotatable relative to the first steering shaft 2
  • the drive assembly 400 is connected with the shaft sleeve 300
  • the drive assembly 400 drives the first steering shaft 2 between the coupling position and the decoupling position through the shaft sleeve 300 move.
  • the driving assembly 400 can provide a driving force for the first steering shaft 2 so as to facilitate the movement of the first steering shaft 2 .
  • the shaft sleeve 300 there is no need for direct contact between the first steering shaft 2 and the drive assembly 400, while the first steering shaft 2 can be displaced along its axial direction, it is also ensured that the first steering shaft 2 can be relative to the drive assembly 400.
  • the driving assembly 400 rotates, that is, the existence of the driving assembly 400 will not interfere with the rotation of the first steering shaft 2 .
  • At least a part of the second steering shaft 101 , at least a part of the first steering shaft 2 and the shaft sleeve 300 are provided in the housing 1 , for example , a part of the second steering shaft 101 , the first steering shaft 2 , the shaft sleeve 300 , and a part of the third transmission shaft 500 are arranged in the housing 1 .
  • the drive assembly 400 is installed outside the casing 1 .
  • the housing 1, By arranging the housing 1, on the one hand, an installation position is provided for the drive assembly 400, and on the other hand, the direct contact area of the second steering shaft 101, the first steering shaft 2 and the shaft sleeve 300 with the outside world can be reduced, and the second steering shaft can be reduced. 101. Damage probability of the first steering shaft 2 and the shaft sleeve 300.
  • the drive assembly 400 includes a drive device 430 , a transmission mechanism 440 and a link mechanism 450 .
  • the drive device 430 is hinged to the housing 1 , and the transmission mechanism 440 is connected to the drive
  • the device 430 is drive-connected, and the link mechanism 450 is hinged with the drive mechanism 440 , the housing 1 and the shaft sleeve 300 respectively.
  • the structure of the drive assembly 400 is reasonable, which facilitates the transmission of driving force, and the drive assembly 400 is arranged in a separate body, which reduces the difficulty of production.
  • the shaft sleeve 300 and the first steering shaft 2 are driven by a connecting rod, which not only transmits the force more efficiently Reliable, labor-saving, and easy to eliminate the overturning moment of the shaft sleeve 300, ensuring that the shaft sleeve 300 can continuously perform linear motion.
  • the link mechanism 450 can increase the force for driving the movement of the first steering shaft 2 while realizing the transmission of the driving force between the driving device 430 and the first steering shaft 2, so that the driving force of the first steering shaft 2 can be reduced. requirements of the driving force output by the device 430 , thereby reducing the cost of the driving device 430 .
  • the link mechanism 450 can expand the movement stroke of the first steering shaft 2, and can realize long-distance transmission of driving force between the driving device 430 and the first steering shaft 2, and utilize the diversity of the force transmission direction of the link mechanism 450, While realizing the movement of the driving bushing 300 and the first steering shaft 2 according to a predetermined path, the position requirement for the driving device 430 can be reduced, and the flexibility of the arrangement of the driving device 430 can be improved.
  • the link mechanism 450 includes a first link 451 , a second link 452 and a third link 453 .
  • One end of the first connecting rod 451 is hinged to the transmission mechanism 440, the other end of the first connecting rod 451 is hinged to the shaft sleeve 300, one end of the second connecting rod 452 is hinged to the transmission mechanism 440, and the other end of the second connecting rod 452 is hinged to the transmission mechanism 440.
  • Bushing 300 is shown in FIGS. 17 and 18 .
  • the link mechanism 450 can drive the shaft sleeve 300 through two paths, and the driving force of the link mechanism 450 to the shaft sleeve 300 is more dispersed, thereby improving the stability of the movement of the shaft sleeve 300 .
  • one end of the third link 453 is hinged to the housing 1 , and the other end of the third link 453 is hinged to the first link 451 and the second link 452 .
  • the relative position between the first link 451 and the second link 452 is stable, and both ends of the first link 451 and both ends of the second link 452 can swing with the third link 453 as a fulcrum.
  • a vehicle (not shown) according to an embodiment of the present application includes the vehicle steering system 100 according to any one of the above embodiments of the present application.
  • the vehicle according to the embodiment of the present application by using the vehicle steering system 100 described above, can be used to simulate a real driving feel such as steering damping and return force, and can also realize functions such as road feel feedback and vibration prompt, so as to ensure the simulation authenticity.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
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Abstract

一种车辆转向系统（100）和具有其的车辆。车辆转向系统（100）包括：壳体（1）；第一转向轴（2），第一转向轴（2）可转动地设在壳体（1）内，第一转向轴（2）适于与转向器结合以传递转向扭矩，第一转向轴（2）适于与转向器分离以断开转向扭矩传递；手感模拟装置（3），手感模拟装置（3）与第一转向轴（2）相连，手感模拟装置（3）在第一转向轴（2）与转向器断开转向扭矩传递时模拟第一转向轴（2）与转向器传递转向扭矩时的转向手感。

Description

车辆转向系统和具有其的车辆
相关申请的交叉引用
本申请基于申请号为：202023351625.2和202011630594.6，申请日为2020年12月30日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆技术领域，尤其是涉及一种车辆转向系统和具有其的车辆。
背景技术
相关技术中，车辆的第一转向轴的上部通常与方向盘固定连接，第一转向轴的下部通常与转向器相连，从而将驾驶员作用于方向盘的转向力矩传递至转向器，实现车辆的转向。然而，这种车辆转向系统的功能比较单一，当车辆具有车载多媒体功能、线控功能和自动驾驶功能等新兴功能时，需要模拟车辆真实转向的手感以提升用户体验。
申请内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出一种车辆转向系统，所述车辆转向系统可以在第一转向轴与转向器断开转向扭矩传递时模拟第一转向轴与转向器传递转向扭矩时的转向手感，从而可以有效提升用户体验。
本申请的另一个目的在于提出一种具有上述车辆转向系统的车辆。
根据本申请实施例的车辆转向系统，包括：壳体；第一转向轴，所述第一转向轴可转动地设在所述壳体内，所述第一转向轴适于与转向器结合以传递转向扭矩，所述第一转向轴适于与所述转向器分离以断开转向扭矩传递；手感模拟装置，所述手感模拟装置与所述第一转向轴相连，所述手感模拟装置在所述第一转向轴与所述转向器断开转向扭矩传递时模拟所述第一转向轴与所述转向器传递转向扭矩时的转向手感。
根据本申请实施例的车辆转向系统，通过设置手感模拟装置，并使手感模拟装置在第一转向轴与转向器断开转向扭矩传递时模拟第一转向轴与转向器传递转向扭矩时的转向手感，当车辆具有车载多媒体功能、线控功能和自动驾驶功能等新兴功能时，可 以用于模拟转向阻尼感、回正力等真实的转向手感，且可以保证模拟的真实性，从而可以有效提升用户体验。
根据本申请的一些实施例，所述手感模拟装置包括：手感驱动器，所述手感驱动器具有输出轴，所述手感驱动器设在所述壳体上；主动件，所述主动件固定在所述输出轴上；从动件，所述从动件固定在所述第一转向轴上，且所述从动件与所述主动件配合。
根据本申请的一些实施例，所述车辆转向系统还包括：转角检测器，用于检测所述第一转向轴的转动方向；控制器，所述控制器分别与所述转角检测器和所述手感驱动器通讯；其中，所述第一转向轴转向时，所述控制器控制所述手感驱动器提供阻碍所述第一转向轴转向的阻力；所述第一转向轴回正时，所述控制器控制所述手感驱动器提供协助所述第一转向轴回正的助力。
根据本申请的一些实施例，所述车辆转向系统还包括：力矩检测器，用于检测车辆的行驶路况并发送第一力矩信号；控制器，所述控制器分别与所述力矩检测器和所述手感驱动器通讯，所述控制器用于接收所述第一力矩信号并根据所述第一力矩信号控制所述手感驱动器向所述第一转向轴提供模拟所述第一转向轴与所述转向器传递路感力矩时的路感模拟力矩。
根据本申请的一些实施例，所述车辆转向系统还包括：行车电脑，所述行车电脑与所述控制器通讯，所述行车电脑用于检测所述车辆的行驶姿态并向所述控制器发送第二力矩信号，所述控制器根据所述第二力矩信号控制所述手感驱动器向所述第一转向轴提供模拟所述第一转向轴与所述转向器传递路感力矩时的路感模拟力矩。
根据本申请的一些实施例，所述车辆转向系统还包括：安全检测器，用于检测驾驶员是否安全驾驶；控制器，所述控制器分别与所述安全检测器和所述手感驱动器通讯；其中，所述安全检测器检测到驾驶存在安全风险时，所述控制器控制所述手感驱动器提供驱动所述第一转向轴交替正反转的振动力。
根据本申请的一些实施例，所述安全检测器包括疲劳检测器、车道偏离检测器、碰撞检测器、变道盲区检测器和倒车碰撞检测器中的至少一个。
根据本申请的一些实施例，所述壳体包括：本体，所述第一转向轴和所述从动件均设在所述本体内；容纳部，所述容纳部凸出于所述本体的外表面，且所述容纳部的内部与所述本体的内部连通，所述主动件设在所述容纳部内。
根据本申请的一些实施例，所述主动件的一部分伸入所述本体内且与所述从动件配合。
根据本申请的一些实施例，所述输出轴的自由端从所述容纳部的一端伸入所述容纳部内且与所述主动件的一端固定，所述容纳部的另一端内设有支撑件，所述主动件的另一端可转动地穿设在所述支撑件上。
根据本申请的一些实施例，所述容纳部的所述另一端敞开，所述容纳部的所述另一端设有可拆卸的端盖。
根据本申请的一些实施例，所述容纳部的中心轴线与所述本体的中心轴线垂直。
根据本申请的一些实施例，所述容纳部与所述本体为一体成型件。
根据本申请的一些实施例，所述手感驱动器可拆卸地连接在所述容纳部上。
根据本申请的一些实施例，所述主动件为蜗杆，所述从动件为与所述蜗杆啮合的蜗轮。
根据本申请的一些实施例，所述蜗轮的螺旋角为β，其中，所述β满足：30°≤β≤40°。
根据本申请的一些实施例，车辆转向系统还包括耦合装置，所述耦合装置包括所述第一转向轴和第二转向轴，所述第一转向轴与所述转向器相连，所述第一转向轴在耦合位置和解耦位置之间可移动，所述第一转向轴在所述耦合位置时与所述第二转向轴结合且传递所述转向器的转向扭矩，所述第一转向轴在解耦位置时与所述第二转向轴分离且断开所述转向器的转向扭矩的传递。
根据本申请的一些实施例，所述耦合装置还包括第三转向轴，所述第一转向轴通过所述第三转向轴与所述转向器相连，所述第一转向轴与所述第三转向轴配合以传递所述转向器的转向扭矩，所述第一转向轴相对所述第三转向轴在所述藕合位置和所述解耦位置之间可移动。
根据本申请的一些实施例，所述耦合装置还包括：轴套，所述轴套套设于所述第一转向轴，所述轴套与所述第一转向轴轴向固定且相对于所述第一转向轴可转动；驱动组件，所述驱动组件与所述轴套相连，所述驱动组件通过所述轴套驱动所述第一转向轴在所述耦合位置和所述解耦位置之间移动。
根据本申请实施例的车辆，包括根据本申请上述任一项实施例的车辆转向系统。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明 显和容易理解，其中：
图1是根据本申请实施例的车辆转向系统的立体图；
图2是图1中所示的车辆转向系统的另一个角度的立体图；
图3是根据本申请实施例的车辆转向系统的手感模拟装置与第一转向轴的配合示意图；
图4是根据本申请实施例的车辆转向系统的手感模拟装置与第一转向轴的另一个角度的配合示意图；
图5是根据本申请实施例的车辆转向系统的第一转向轴与从动件的装配示意图；
图6是根据本申请实施例的车辆转向系统的结构示意图；
图7是沿图6中A-A线的剖视图；
图8是根据本申请实施例的车辆转向系统的另一个结构示意图；
图9是沿图8中B-B线的剖视图；
图10是根据本申请另一些实施例的车辆转向系统的结构示意图；
图11是根据本申请实施例的车辆转向系统的耦合装置的结构示意图；
图12是根据本申请实施例的车辆转向系统的耦合装置的另一视角的结构示意图；
图13是根据本申请实施例的车辆转向系统的耦合装置的剖视图，其中第二传动轴位于耦合位置；
图14是根据本申请实施例的车辆转向系统的耦合装置的剖视图，其中第二传动轴位于解耦位置；
图15是根据本申请实施例的车辆转向系统的耦合装置的结构示意图，其中第二传动轴位于解耦位置；
图16是根据本申请实施例的车辆转向系统的耦合装置的结构示意图，其中第二传动轴位于耦合位置；
图17是根据本申请实施例的车辆转向系统的耦合装置的另一视角的剖视图，其中第二传动轴位于耦合位置；
图18是根据本申请实施例的车辆转向系统的耦合装置的另一视角的剖视图，其中第二传动轴位于解耦位置；
图19是根据本申请实施例的车辆转向系统的耦合装置的第二传动轴的结构示意图。
附图标记：
100：车辆转向系统；
1：壳体；11：本体；12：容纳部；121：端盖；
2：转向轴；3：手感模拟装置；31：手感驱动器；
32：主动件；321：连接部；33：从动件；4：支撑件。第一传动轴100、第二传动轴200、花键槽210、轴套300、驱动组件400、驱动装置430、传动机构440、输出丝杆441、输出螺母442、连杆机构450、第一连杆451、第二连杆452、第三连杆453、第三传动轴500、空腔510、壳体600、
具体实施方式
下面详细描述本申请的实施例，参考附图描述的实施例是示例性的，下面详细描述本申请的实施例。
下面参考图1-图9描述根据本申请实施例的车辆转向系统100。
如图1-图4所示，根据本申请实施例的车辆转向系统100，包括壳体1、第一转向轴2和手感模拟装置3。
具体而言，第一转向轴2可转动地设在壳体1内，第一转向轴2适于与转向器结合以传递转向扭矩，第一转向轴2适于与转向器分离以断开转向扭矩传递。手感模拟装置3与第一转向轴2相连，手感模拟装置3在第一转向轴2与转向器断开转向扭矩传递时模拟第一转向轴2与转向器传递转向扭矩时的转向手感。
例如，当驾驶员控制车辆的方向盘带动第一转向轴2转向时，手感模拟装置3可以为第一转向轴2的转动提供阻力，从而模拟转向时的操纵阻尼感；当驾驶员控制车辆的方向盘带动第一转向轴2回正时，手感模拟装置3可以为第一转向轴2提供回正力矩，从而模拟回正力。由此，通过设置上述的手感模拟装置3，可以在第一转向轴2与转向器断开转向扭矩传递时用于模拟第一转向轴2与转向器传递转向扭矩时真实的转向手感例如转向阻尼感、回正力等，当车辆转向系统100为线控转向系统时，可以有效提高驾驶员的行车安全性；当车辆转向系统100为驾驶模拟系统例如游戏车的转向系统时，可以提升游戏体验，保证模拟的真实性。
需要说明的是，上述“线控转向系统”指的是，取消了方向盘与转向轮之间的传统机械连接(此时第一转向轴2与转向器断开转向扭矩的传递)、通过数据总线传递信号并从转向控制系统中获取反馈命令的车辆转向系统100。
根据本申请实施例的车辆转向系统100，通过设置手感模拟装置3，并使手感模拟 装置3在第一转向轴2与转向器断开转向扭矩传递时模拟第一转向轴2与转向器传递转向扭矩时的转向手感，当车辆具有车载多媒体功能、线控功能和自动驾驶功能等新兴功能时，可以用于模拟转向阻尼感、回正力等转向手感，且可以保证模拟的真实性，提升用户体验。
在本申请的一些实施例中，参照图3和图4，手感模拟装置3包括手感驱动器31、主动件32和从动件33。具体地，手感驱动器31具有输出轴，手感驱动器31设在壳体1上，主动件32固定在输出轴上，从动件33固定在第一转向轴2上，且从动件33与主动件32配合。
由此，由于从动件33固定在第一转向轴2上，当第一转向轴2转动时，从动件33会随第一转向轴2一起转动，当驾驶员控制车辆的方向盘带动第一转向轴2和从动件33转向时，手感驱动器31可以通过输出轴驱动主动件32转动并提供与从动件33的转动方向相反的力矩，从而为从动件33的转动提供阻力，以用于模拟转向阻尼感；当驾驶员控制车辆的方向盘带动第一转向轴2和从动件33回正时，手感驱动器31可以驱动主动件32转动并提供与从动件33的转动方向相同的力矩，从而为从动件33的转动提供助力，以用于模拟回正力。另外，当手感驱动器31高频率交替正反转时，可以实现振动提示的功能。另外，在保证模拟的真实性的同时，手感模拟装置3的结构简单，易于实现。其中，手感驱动器31可以为手感电机。但不限于此。
在本申请的一些实施例中，车辆转向系统100还包括转角检测器(图未示出)和控制器(图未示出)。转角检测器用于检测第一转向轴2的转动方向，控制器分别与转角检测器和手感驱动器31通讯。其中，第一转向轴2转向时，控制器控制手感驱动器31提供阻碍第一转向轴2转向的阻力；第一转向轴2回正时，控制器控制手感驱动器31提供协助第一转向轴2回正的助力。
例如，当转角检测器检测到转向信号时，转角检测器将检测到的转向信号发送至控制器，控制器根据接收到的转向信号控制手感驱动器31转动，此时手感驱动器31会带动主动件32转动并使主动件32提供与从动件33和第一转向轴2的转动方向相反的力矩，从而为第一转向轴2的转动提供阻力，以用于模拟第一转向轴2与转向器传递转向扭矩时的转向阻尼感；当转角检测器检测到回正信号时，转角检测器将检测到的回正信号发送至控制器，控制器根据接收到的回正信号控制手感驱动器31转动，此时手感驱动器31会带动主动件32转动并使主动件32提供与从动件33和第一转向轴2的转动方向相同的力矩，从而为第一转向轴2的回正提供助力，以用于模拟第一转向轴2与转向器传递转向扭矩时的回正力。由此，通过设置上述的转角检测器和控制器， 可以在第一转向轴2与转向器断开转向扭矩传递时用于模拟第一转向轴2与转向器传递转向扭矩时的转向阻尼感和回正力，且可以提高模拟的真实性和可靠性。
在本申请的一些实施例中，车辆转向系统100还包括力矩检测器(图未示出)，力矩检测器用于检测车辆的行驶路况并发送第一力矩信号，控制器分别与力矩检测器和手感驱动器31通讯，控制器用于接收第一力矩信号并根据第一力矩信号控制手感驱动器31向第一转向轴2提供模拟第一转向轴2与转向器传递路感力矩时的路感模拟力矩。
例如，当路面状态(例如陡坡、斜坡、泥泞路面、乱石路面或坑洼路面等)不同时，控制器接收到的第一力矩信号不同，从而可以向第一转向轴2提供不同的路感模拟力矩，由于第一转向轴2通常与方向盘彼此相连，第一转向轴2可以将路感模拟力矩传递至方向盘，从而清楚地反馈车辆行驶的路面状态。由此，通过设置上述的力矩检测器，当车辆转向系统100为线控转向系统时，控制器可以根据力矩检测器检测到的第一力矩信号控制手感驱动器31转动，并使手感驱动器31向第一转向轴2提供路感模拟力矩，从而可以实时模拟出车辆行驶路面对车辆转向系统100的反馈力，有效地反馈了车辆的行驶路况，为驾驶员提供更加真实的路感，提高了车辆的操纵性。
在本申请的进一步实施例中，车辆转向系统100还包括行车电脑，行车电脑与控制器通讯，行车电脑用于检测车辆的行驶姿态并向控制器发送第二力矩信号，控制器根据第二力矩信号控制手感驱动器31向第一转向轴2提供模拟第一转向轴2与转向器传递路感力矩时的路感模拟力矩。其中，“车辆的行驶姿态”指的是车辆在行驶状态下的姿态，例如，在外界环境的影响下，车辆会出现侧滑、甩尾等状况，造成整车的重心不断变化，同时车姿也不断变化。需要进行说明的是，行车电脑即为整车控制器。
例如，当车辆高速行驶时，控制器可以根据行车电脑发送的第二力矩信号控制手感驱动器31转动并使手感驱动器31为第一转向轴2和方向盘提供较大的力矩，从而使方向盘加重，使其更加稳定；当车辆低速行驶时，控制器可以根据行车电脑发送的第二力矩信号控制手感驱动器31转动并使手感驱动器31通过第一转向轴2驱动方向盘更加轻盈，从而使方向盘更容易转动；当车辆发生侧滑时，控制器可以根据行车电脑发送的第二力矩信号控制手感驱动器31转动并使手感驱动器31通过第一转向轴2对方向盘进行修正，从而可以保证行车安全性。
由此，通过设置上述的行车电脑，当车辆转向系统100为线控转向系统和驾驶模拟系统例如游戏车的转向系统时，控制器可以根据行车电脑提供的第二力矩信号控制手感驱动器31转动，并使手感驱动器31向第一转向轴2和方向盘提供路感模拟力矩，有效地反馈了车辆的行驶姿态，从而可以实时模拟出车辆的行驶姿态对车辆转向系统 100的反馈力，为驾驶员提供更加真实的路感，进一步提高了车辆的操纵性。
在本申请的一些实施例中，车辆转向系统100还包括安全检测器，安全检测器用于检测驾驶员是否安全驾驶，控制器分别与安全检测器和手感驱动器31通讯。其中，安全检测器检测到驾驶存在安全风险时，控制器控制手感驱动器31提供驱动第一转向轴2交替正反转的振动力。由此，通过设置上述的安全检测器和控制器，可以在驾驶存在安全风险时起到振动提示的作用，从而为驾驶员提供振感，可以有效提高行车安全性。
可选地，安全检测器包括疲劳检测器、车道偏离检测器、碰撞检测器、变道盲区检测器和倒车碰撞检测器中的至少一个。例如，当安全检测器包括疲劳检测器时，当疲劳检测器检测到驾驶员疲劳驾驶并将检测到的疲劳信号发送至控制器时，控制器根据接收到的疲劳信号控制手感驱动器31交替正反转，以实现疲劳驾驶提示的作用，从而降低由于疲劳驾驶而引起交通事故的风险。
当安全检测器包括车道偏离检测器时，当车道偏离检测器检测到车辆即将偏移车道并将检测到的车道偏离预警信号发送至控制器时，控制器可以根据接收到的车道偏离预警信号控制手感驱动器31交替正反转，从而可以实现车道偏离预警提示，降低由于偏离车道而引起交通事故的风险。
当安全检测器包括碰撞检测器时，当碰撞检测器检测到车辆即将与其它车辆、行人以及障碍物体等发生碰撞时，会将碰撞预警信号发送至控制器，控制器可以根据接收到的碰撞预警信号控制手感驱动器31交替正反转，从而可以实现碰撞预警提示，避免碰撞的发生。
当安全检测器包括变道盲区检测器时，由于车辆的后视镜存在视觉盲区，变道盲区检测器可以检测到后视镜盲区中的超车车辆并将风险信号发送至控制器，控制器可以根据接收到上述风险信号控制手感驱动器31交替正反转，从而可以实现变道盲区提示，避免在变道过程中由于盲区而发生交通事故。
当安全检测器包括倒车碰撞检测器时，当车辆在倒车时与障碍物之间处于危险距离或在倒车过程中突然有行人、车辆等靠近车体后方时，倒车碰撞检测器会将倒车碰撞预警信号发送至控制器，控制器可以根据接收到的碰撞预警信号控制手感驱动器31交替正反转，从而可以实现倒车碰撞预警提示，避免在倒车过程中发生安全事故。
由此，通过上述设置，使车辆转向系统100可以实现疲劳驾驶提示、车道偏离预警提示、碰撞预警提示、变道盲区提示、倒车碰撞预警提示中的至少一种，从而可以降低发生交通事故的风险，有效提高行车安全性。当然，安全检测器还可以包括其它类型的检测器，而不限于疲劳检测器、车道偏离检测器、碰撞检测器、变道盲区检测器 和倒车碰撞检测器。
在本申请的一些实施例中，结合图2和图6，壳体1包括本体11和容纳部12。其中，第一转向轴2和从动件33均设在本体11内，容纳部12凸出于本体11的外表面，且容纳部12的内部与本体11的内部连通，主动件32设在容纳部12内。例如，在图2和图6的示例中，容纳部12连接在本体11的径向外侧，且容纳部12的形状与主动件32的形状相适配。由此，通过设置上述的本体11和容纳部12，一方面，本体11可以对第一转向轴2和从动件33起到有效的保护作用，且容纳部12可以对主动件32起到有效的保护作用，从而可以避免外部的灰尘等杂质进入壳体1的内部影响第一转向轴2、从动件33和主动件32的转动；另一方面，如此设置的容纳部12的占用空间较小，可以使整个车辆转向系统100的结构更加紧凑、小巧，从而可以减小车辆转向系统100在车辆内的占用空间，方便车辆内的其它零部件的空间布局，且可以增大驾驶员的腿部活动空间。
可选地，主动件32的一部分伸入本体11内且与从动件33配合。如此设置，可以保证主动件32和从动件33之间的配合可靠性，从而使车辆转向系统100具备转向阻尼感、路感反馈、转向回正力以及振动提示等功能，而且，由于主动件32的一部分伸入本体11内，使从动件33的径向尺寸可以较小，从而可以进一步提高车辆转向系统100的结构紧凑性，减小整个车辆转向系统100的占用空间。
在本申请的一些具体实施例中，参照图2-图4，输出轴的自由端从容纳部12的一端(例如，图2中的左端)伸入容纳部12内且与主动件32的一端(例如，图4中的左端)固定，容纳部12的另一端(例如，图2中的右端)内设有支撑件4，主动件32的另一端(例如，图4中的右端)可转动地穿设在支撑件4上。
例如，在图3和图4的示例中，主动件32的远离手感驱动器31的一端可以设有连接部321，连接部321的直径小于主动件32的直径。支撑件4上可以形成有贯通的配合孔，连接部321配合在配合孔内。其中，配合孔的直径大于连接部321的直径且小于主动件32的直径。这样，当支撑件4固定在容纳部12上时，可以限定连接部321相对于支撑件4的径向移动，且可以限定主动件32相对于支撑件4的轴向移动。由此，通过设置上述的支撑件4，主动件32的远离手感驱动器31的一端可以支撑在支撑件4上，使主动件32的转动可以更加平稳，从而提高主动件32与从动件33之间的配合稳定性。
可选地，如图2-图4所示，容纳部12的上述另一端(例如，图2中的右端)敞开，容纳部12的上述另一端(例如，图2中的右端)设有可拆卸的端盖121。如此，端盖 121具有较好的止挡和限位作用，可以实现支撑件4的轴向定位，从而进一步保证主动件32的转动稳定性。而且，端盖121可以保证壳体1的密封性，防止由于外部的灰尘等杂质通过容纳部12的上述另一端进入壳体1内而影响主动件32以及从动件33的运转，从而可以保证主动件32和从动件33配合的可靠性。另外，安装支撑件4时，可以将支撑件4从容纳部12的敞开端伸入容纳部12内并使主动件32穿设在支撑件4上，最后将端盖121安装在容纳部12上；拆卸支撑件4时，只需拆下端盖121，然后将支撑件4从容纳部12的敞开端取出，从而使支撑件4的安装和拆卸更加方便，便于支撑件4的更换。
可选地，参照图2和图6，容纳部12的中心轴线与本体11的中心轴线垂直。例如，结合图2和图6，从动件33套设在第一转向轴2上，本体11、从动件33与第一转向轴2同轴设置。主动件32与容纳部12同轴设置，且主动件32和容纳部12沿第一转向轴2的径向延伸。如此设置，使整个壳体1的结构简单，方便加工，且方便手感驱动器31、主动件32和从动件33的布置。而且，位于容纳部12内的主动件32和位于本体11内的从动件33可以更好地配合，保证可以更加真实地模拟车辆驾驶时的手感。
在本申请的一些可选实施例中，结合图2，容纳部12与本体11可以为一体成型件。这样，可以避免由于容纳部12和本体11之间的连接处产生缝隙而导致灰尘等杂质进入壳体1内部，从而可以有效提高整个壳体1的密封性，保证主动件32和从动件33的正常运转，提高了车辆转向系统100模拟驾驶手感的可靠性。而且，容纳部12和壳体1之间可以无需通过其它零部件连接，从而可以减少整个车辆转向系统100的零部件数量，使车辆转向系统100的结构更加简单，且可以降低成本。另外，通过使容纳部12和本体11一体成型，可以提高整个车辆转向系统100的整体性，使车辆转向系统100和安装和拆卸更加方便，可以有效提高装拆效率。
可选地，如图2-图4所示，手感驱动器31可拆卸地连接在容纳部12上。如此，使手感驱动器31与容纳部12之间的安装和拆卸较为方便，且当检修或更换手感驱动器31时仅需将手感驱动器31从容纳部12上拆下即可，操作更加方便，可以提高检修、更换的效率。例如，在图2-图4的示例中，手感驱动器31与容纳部12通过螺纹紧固件例如螺钉相连，这样，可以实现手感驱动器31和容纳部12之间的牢靠连接，且成本较低。当然，手感驱动器31与容纳部12之间还可以通过其它方式例如卡扣结构实现可拆卸地连接。可以理解的是，手感驱动器31与容纳部12之间的连接方式可以根据实际需求具体确定，以更好地满足实际应用。
在本申请的一些可选实施例中，参照图3和图4，主动件32为蜗杆，从动件33为 与蜗杆啮合的蜗轮。由此，通过使蜗轮蜗杆啮合，在保证可以有效模拟车辆驾驶时的真实手感的同时，传动更加平稳可靠，可以降低车辆转向系统100的噪声，且蜗轮和蜗杆的结构较紧凑，可以有效减小车辆转向系统100的占用空间。
进一步可选地，蜗轮的螺旋角为β，其中，β满足：30°≤β≤40°。如此设置，蜗轮蜗杆机构可以为非自锁机构，使蜗杆可以在手感驱动器31的输出轴的带动下顺时针转动，也可以在输出轴的带动下逆时针转动，从而可以在第一转向轴2带动蜗轮转向时提供阻力，以用于模拟转向阻尼感，且可以在第一转向轴2带动蜗轮回正时提供助力，以用于模拟回正力，结构更加可靠。
当然，本申请不限于此，在本申请的另一些可选实施例中，主动件32和从动件33还可以为相互啮合的斜齿轮(图未示出)。由此，同样可以有效模拟车辆驾驶时的真实手感，结构紧凑，且传动比较准确，传动效率较高，工作可靠，使用寿命较长。
根据本申请实施例的车辆转向系统100，当车辆转向系统100为线控转向系统和驾驶模拟系统等时，可以通过手感驱动器31驱动输出轴带动主动件32转动并为从动件33提供力矩来模拟转向阻尼感、回正力和路感模拟力矩等真实的驾驶手感，结构简单，操作方便。而且，通过设置力矩检测器和行车电脑，可以用于检测车辆的行驶路况和行驶姿态，从而可以模拟出车辆的行驶路况和行驶姿态对车辆转向系统100的反馈力，为驾驶员提供更加真实的路感。另外，通过设置安全检测器，可以在驾驶存在安全风险时起到振动提示的作用，从而为驾驶员提供振感，实现疲劳驾驶提示、车道偏离预警提示、碰撞预警提示、变道盲区提示和倒车碰撞预警提示中的至少一种，可以有效提高行车安全性。此外，整个车辆转向系统100的结构紧凑、小巧，可以有效提高装拆效率，且具有较好的密封性能，可以防止灰尘等杂质进入壳体1内部，从而可以保证主动件32和从动件33的正常运转，具有较高的可靠性。
根据本申请的一些具体实施例，如图13-图14和图17-图18所示，车辆转向系统100还包括耦合装置10，耦合装置10包括第二转向轴101和第一转向轴2，第一转向轴2与转向器连接，第一转向轴2在耦合位置和解耦位置之间可移动，第一转向轴2在耦合位置时与第二转向轴101结合且传递转向器的转向扭矩，此时可以实现第二转向轴101和第一转向轴2之间同步转动，如图13和图17所示；第一转向轴2在解耦位置时与第二转向轴101分离且断开转向器的转向扭矩的传递，此时可以实现第二转向轴101和第一转向轴2单独转动，如图17和图18所示。手感模拟装置3与第一转向轴2相连，手感模拟器200在第一转向轴2位于解耦位置时模拟第一转向轴2位于耦合位置时的手感。
通过将耦合装置10分设为第二转向轴101和第一转向轴2，且第一转向轴2与转向器连接，第二转向轴101可以与车轮连接，第二转向轴101和第一转向轴2的接触时，能够实现转向器和车轮的同步移动；第二转向轴101和第一转向轴2的分离时，能够实现转向器和车轮的单独移动。且通过将手感模拟装置3与第一转向轴2相连，第一转向轴2能够将手感模拟装置3的作用力传递到转向器。这样耦合装置10的结构更为合理。
根据本申请的一些具体实施例，如图15-图16、图19所示，耦合装置10还包括第三传动轴500，第一转向轴2通过第三传动轴500与转向器相连，第一转向轴2与第三传动轴500配合以传递转向器的转向扭矩，且第一转向轴2相对第三传动轴500在耦合位置和解耦位置之间可移动。
由此，第一转向轴2能够通过第三传动轴500与转向器同步转动，且第一转向轴2在耦合位置和解耦位置之间移动时，转向器的位置不变，提高乘客握持转向器的位置固定，优化驾车体验。
在本申请的一些实施例中，第三传动轴500构造有空腔510，第一转向轴2伸入空腔510内，第三传动轴500的内周面构造有多个花键，每个花键沿第三传动轴500的轴向延伸，多个花键沿第三传动轴500的周向排布，第一转向轴2的外周面构造有多个花键槽210，每个花键槽210沿第一转向轴2的轴向延伸，多个花键槽210沿第一转向轴2的周向排布。多个花键与多个花键槽210配合。这样便于第一转向轴2和第三传动轴500之间实现传递转向扭矩功能的同时，也便于第一转向轴2和第三传动轴500之间沿第一转向轴2的轴向(即第三传动轴500的轴向)发生相对滑动。
根据本申请的一些具体实施例，如图10、图13和图14所示，耦合装置10还包括轴套300和驱动组件400，轴套300套设于第一转向轴2，轴套300与第一转向轴2轴向固定且相对于第一转向轴2可转动，驱动组件400与轴套300相连，驱动组件400通过轴套300驱动第一转向轴2在耦合位置和解耦位置之间移动。这样驱动组件400能够为第一转向轴2提供驱动力，以便于第一转向轴2移动。且通过轴套300的设置，第一转向轴2与驱动组件400之间无需直接接触，在实现第一转向轴2可以沿其轴向位移的同时，也保证了第一转向轴2可以相对于驱动组件400转动，即驱动组件400的存在不会干涉第一转向轴2的转动。
根据本申请的一些具体实施例，如图15-图16和图19所示，第二转向轴101的至少一部分、第一转向轴2的至少一部分和轴套300设于壳体1内，例如，第二转向轴101的一部分、第一转向轴2、轴套300、第三传动轴500的一部分设于壳体1内。驱动组件400安装于壳体1外。
通过设置壳体1，一方面为驱动组件400提供了安装位置，另一方面可以减少第二转向轴101、第一转向轴2和轴套300与外界的直接接触面积，降低了第二转向轴101、第一转向轴2和轴套300的损坏几率。
根据本申请的一些具体实施例，如图17和图18所示，驱动组件400包括驱动装置430、传动机构440和和连杆机构450，驱动装置430铰接于壳体1，传动机构440与驱动装置430传动连接，连杆机构450分别与传动机构440、壳体1和轴套300铰接。
这样驱动组件400的结构合理，便于驱动力传递，且驱动组件400为分体设置，降低了生产难度，采用连杆的方式对轴套300和第一转向轴2进行驱动，不仅力的传递更加可靠、省力，而且便于消除轴套300的翻转力矩，保证轴套300能够持续进行线性运动。
通过设置连杆机构450，在实现驱动装置430和第一转向轴2之间进行驱动力的传递的同时，连杆机构450能够增大驱动第一转向轴2移动的力，因此能够降低对驱动装置430输出的驱动力的要求，从而降低驱动装置430的成本。并且，连杆机构450能够扩大第一转向轴2的运动行程，且能够实现驱动装置430和第一转向轴2之间远距离传递驱动力，并利用连杆机构450传力方向的多样性，在实现驱动轴套300及第一转向轴2按预定路径移动的同时，能够降低对驱动装置430的位置要求，提高驱动装置430布置的灵活性。
根据本申请的一些具体实施例，如图17和图18所示，连杆机构450包括第一连杆451、第二连杆452和第三连杆453。第一连杆451的一端铰接于传动机构440，第一连杆451的另一端铰接于轴套300，第二连杆452的一端铰接于传动机构440，第二连杆452的另一端铰接于轴套300。这样连杆机构450能够通过两条路径对轴套300进行驱动，连杆机构450对轴套300驱动力更为分散，从而能够提高了轴套300运动的稳定性。
另外，第三连杆453的一端铰接于壳体1，第三连杆453的另一端铰接于第一连杆451和第二连杆452。这样第一连杆451和第二连杆452之间的相对位置稳定，第一连杆451的两端和第二连杆452的两端可以以第三连杆453为支点进行摆动。
根据本申请实施例的车辆(图未示出)，包括根据本申请上述任一项实施例的车辆转向系统100。
根据本申请实施例的车辆，通过采用上述的车辆转向系统100，可以用于模拟转向阻尼感、回正力等真实的驾驶手感，还可以实现路感反馈以及振动提示等功能，从而可以保证模拟的真实性。
根据本申请实施例的车辆的其他构成以及操作对于本领域普通技术人员而言都是 已知的，这里不再详细描述。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (20)

  1. 一种车辆转向系统，其特征在于，包括：
    壳体；
    第一转向轴，所述第一转向轴可转动地设在所述壳体内，所述第一转向轴适于与转向器结合以传递转向扭矩，所述第一转向轴适于与所述转向器分离以断开转向扭矩传递；
    手感模拟装置，所述手感模拟装置与所述第一转向轴相连，所述手感模拟装置在所述第一转向轴与所述转向器断开转向扭矩传递时模拟所述第一转向轴与所述转向器传递转向扭矩时的转向手感。
  2. 根据权利要求1所述的车辆转向系统，其特征在于，所述手感模拟装置包括：
    手感驱动器，所述手感驱动器具有输出轴，所述手感驱动器设在所述壳体上；
    主动件，所述主动件固定在所述输出轴上；
    从动件，所述从动件固定在所述第一转向轴上，且所述从动件与所述主动件配合。
  3. 根据权利要求2所述的车辆转向系统，其特征在于，还包括：
    转角检测器，用于检测所述第一转向轴的转动方向；
    控制器，所述控制器分别与所述转角检测器和所述手感驱动器通讯；
    其中，所述第一转向轴转向时，所述控制器控制所述手感驱动器提供阻碍所述第一转向轴转向的阻力；
    所述第一转向轴回正时，所述控制器控制所述手感驱动器提供协助所述第一转向轴回正的助力。
  4. 根据权利要求2或3所述的车辆转向系统，其特征在于，还包括：
    力矩检测器，用于检测车辆的行驶路况并发送第一力矩信号；
    控制器，所述控制器分别与所述力矩检测器和所述手感驱动器通讯，所述控制器用于接收所述第一力矩信号并根据所述第一力矩信号控制所述手感驱动器向所述第一转向轴提供模拟所述第一转向轴与所述转向器传递路感力矩时的路感模拟力矩。
  5. 根据权利要求4所述的车辆转向系统，其特征在于，还包括：
    行车电脑，所述行车电脑与所述控制器通讯，所述行车电脑用于检测所述车辆的行驶姿态并向所述控制器发送第二力矩信号，所述控制器根据所述第二力矩信号控制所述手感驱动器向所述第一转向轴提供模拟所述第一转向轴与所述转向器传递路感力矩时的路感模拟力矩。
  6. 根据权利要求2-5中任一项所述的车辆转向系统，其特征在于，还包括：
    安全检测器，用于检测驾驶员是否安全驾驶；
    控制器，所述控制器分别与所述安全检测器和所述手感驱动器通讯；
    其中，所述安全检测器检测到驾驶存在安全风险时，所述控制器控制所述手感驱动器提供驱动所述第一转向轴交替正反转的振动力。
  7. 根据权利要求6所述的车辆转向系统，其特征在于，所述安全检测器包括疲劳检测器、车道偏离检测器、碰撞检测器、变道盲区检测器和倒车碰撞检测器中的至少一个。
  8. 根据权利要求2-7中任一项所述的车辆转向系统，其特征在于，所述壳体包括：
    本体，所述第一转向轴和所述从动件均设在所述本体内；
    容纳部，所述容纳部凸出于所述本体的外表面，且所述容纳部的内部与所述本体的内部连通，所述主动件设在所述容纳部内。
  9. 根据权利要求8所述的车辆转向系统，其特征在于，所述主动件的一部分伸入所述本体内且与所述从动件配合。
  10. 根据权利要求8所述的车辆转向系统，其特征在于，所述输出轴的自由端从所述容纳部的一端伸入所述容纳部内且与所述主动件的一端固定，所述容纳部的另一端内设有支撑件，所述主动件的另一端可转动地穿设在所述支撑件上。
  11. 根据权利要求10所述的车辆转向系统，其特征在于，所述容纳部的所述另一端敞开，所述容纳部的所述另一端设有可拆卸的端盖。
  12. 根据权利要求8-11中任一项所述的车辆转向系统，其特征在于，所述容纳部的中心轴线与所述本体的中心轴线垂直。
  13. 根据权利要求8-12中任一项所述的车辆转向系统，其特征在于，所述容纳部与所述本体为一体成型件。
  14. 根据权利要求8-13中任一项所述的车辆转向系统，其特征在于，所述手感驱动器可拆卸地连接在所述容纳部上。
  15. 根据权利要求2-14中任一项所述的车辆转向系统，其特征在于，所述主动件为蜗杆，所述从动件为与所述蜗杆啮合的蜗轮。
  16. 根据权利要求15所述的车辆转向系统，其特征在于，所述蜗轮的螺旋角为β，其中，所述β满足：30°≤β≤40°。
  17. 根据权利要求1-16中任一项所述的车辆转向系统，其特征在于，还包括耦合装置，所述耦合装置包括所述第一转向轴和第二转向轴，所述第一转向轴与所述转向 器相连，所述第一转向轴在耦合位置和解耦位置之间可移动，所述第一转向轴在所述耦合位置时与所述第二转向轴结合且传递所述转向器的转向扭矩，所述第一转向轴在解耦位置时与所述第二转向轴分离且断开所述转向器的转向扭矩的传递。
  18. 根据权利要求17所述的车辆转向系统，其特征在于，所述耦合装置还包括第三转向轴，所述第一转向轴通过所述第三转向轴与所述转向器相连，所述第一转向轴与所述第三转向轴配合以传递所述转向器的转向扭矩，所述第一转向轴相对所述第三转向轴在所述藕合位置和所述解耦位置之间可移动。
  19. 根据权利要求17所述的车辆转向系统，其特征在于，所述耦合装置还包括：
    轴套，所述轴套套设于所述第一转向轴，所述轴套与所述第一转向轴轴向固定且相对于所述第一转向轴可转动；
    驱动组件，所述驱动组件与所述轴套相连，所述驱动组件通过所述轴套驱动所述第一转向轴在所述耦合位置和所述解耦位置之间移动。
  20. 一种车辆，其特征在于，包括根据权利要求1-19中任一项所述的车辆转向系统。
PCT/CN2021/142669 2020-12-30 2021-12-29 车辆转向系统和具有其的车辆 Ceased WO2022143805A1 (zh)

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