CN117681951A - Limiting device, steer-by-wire system and vehicle - Google Patents

Abstract

The application discloses a stop device, steer-by-wire system and vehicle. The limiting device comprises a rotating shaft, a driving piece, a stopping piece and at least one driven piece. The rotating shaft is provided with a limiting shaft section. The driving piece comprises a driving installation part and a driving impact part, and the driving installation part is sleeved at one end of the limiting shaft section. The stop piece comprises a stop mounting part and a stop impact part, and the stop mounting part is sleeved at the other end of the limiting shaft section. The driven piece comprises a driven installation part and a driven impact part, wherein the driven installation part is sleeved on the limiting shaft section and is positioned between the driving installation part and the stop installation part. The driven installation part is connected with the rotating shaft in a rotating way; the driving impact part is used for being abutted with the driven impact part to drive, the driven impact parts are used for being abutted with each other to drive, and the driven impact part is also used for being abutted with the stop impact part to limit the rotation of the driven piece, the driving piece and the rotating shaft. Through the mode, the rotary shaft can be limited to rotate excessively.

Description

Limiting device, steer-by-wire system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a limiting device, a steer-by-wire system and a vehicle.

Background

In the related art, a steering wheel module of a steering system and a steering machine are generally connected by a mechanical component such as a universal joint or a gear, and the steering wheel module and the steering machine can perform mechanical transmission. When the rotation angle of the steering wheel module of the steering system reaches the limit position, the allowable rotation angle of the steering machine structure can also reach the limit. In other words, in the extreme position, the steering engine itself may have a mechanical limiting effect. Mechanical limitation of the steering gear can be transmitted to the steering wheel module through mechanical transmission such as a universal joint or a gear, so that the steering wheel module can be limited. However, steer-by-wire systems eliminate the mechanical connection between the steering wheel module and the steering engine. The steering wheel module and the steering machine are connected by a local area network to transmit the rotation information of the steering wheel to the steering machine. This makes the mechanical restraint of the steering engine not transferable to the steering wheel module. When the steering system is controlled to steer, after the steering machine reaches the rotation limit position, the steering wheel can still continue to rotate because the mechanical limit cannot be transmitted to the steering wheel. This may result in excessive steering wheel rotation, which may result in the steering wheel module becoming disassociated with the steering engine, resulting in an increased driving risk factor.

Disclosure of Invention

Embodiments of the present application provide a stop device, steer-by-wire system and vehicle, can restrict the pivot from rotating excessively.

In a first aspect, embodiments of the present application provide a limiting device. The limiting device comprises a rotating shaft, a driving piece, a stopping piece and at least one driven piece. The rotating shaft is provided with a limiting shaft section. The driving piece comprises a driving installation part and a driving impact part, and the driving installation part is sleeved at one end of the limiting shaft section. The stop piece comprises a stop mounting part and a stop impact part, and the stop mounting part is sleeved at the other end of the limiting shaft section. The driven piece comprises a driven installation part and a driven impact part, wherein the driven installation part is sleeved on the limiting shaft section and is positioned between the driving installation part and the stop installation part. The driven installation part is connected with the rotating shaft in a rotating way; the driving impact part is used for being abutted with the driven impact part to drive, the driven impact parts are used for being abutted with each other to drive, and the driven impact part is also used for being abutted with the stop impact part to limit the rotation of the driven piece, the driving piece and the rotating shaft.

In a second aspect, embodiments of the present application provide a steer-by-wire system. The steer-by-wire system comprises a steering wheel, a steering column and the limiting device. The steering wheel is connected with the steering column and is coaxially arranged, and the rotating shaft of the limiting device is connected with the steering column and is coaxially arranged.

In a third aspect, embodiments of the present application provide a vehicle. The vehicle comprises a frame, wheels and the steer-by-wire system. The steer-by-wire system is arranged on the frame and is in transmission connection with the wheels. The beneficial effects of this application are: when the rotating shaft rotates towards one direction, the driving part can rotate along with the rotating shaft. The driven piece is rotatably arranged on the limiting shaft section, and along with the rotation of the driving piece, the driving impact part of the driving piece can be abutted with the driven impact part of the driven piece, so that the driven piece can rotate along with the driving piece. When the number of the driven members is plural, the driven striking portion of the driven member can abut against the driven striking portion of the next adjacent driven member, so that the next driven member can rotate following the driven member. The driven striking portion of the follower closest to the stopper can abut against the stopper striking portion of the stopper. The stop can limit further rotation of the follower, thereby limiting further rotation of the other follower and thus the driving member. The driving part cannot further rotate, so that the rotating shaft cannot continue to rotate, and the rotating shaft is prevented from rotating excessively.

The beneficial effects of this application are: the rotating shaft is in transmission connection with the driving piece, so that the driving piece can rotate along with the rotating shaft, and after the driving piece is limited to rotate, the rotation of the rotating shaft is limited. The driving piece with the driving impact part, the driven piece with the driven impact part and the stop piece with the stop impact part are arranged on the limit shaft section of the rotating shaft, so that the driving piece can enable the driving impact part to abut against a part of the driven impact part through rotation so as to push the driven impact part to move. After the driven impact part is pushed, the driven part can rotate along with the driving part. As the follower continues to rotate, another portion of the follower strike may abut the stop strike. The stop piece is relatively fixedly arranged, and after the driven impact part is abutted against the stop impact part, the movement of the driven impact part is limited, and the rotation of the driven piece is limited, so that the rotation of the driving piece is also limited, and the rotation of the rotating shaft is further limited. Therefore, the rotating shaft can be limited to rotate excessively in one direction, and the rotating shaft can rotate excessively in the other direction.

Drawings

FIG. 1 is a schematic structural view of a vehicle embodiment of the present application;

FIG. 2 is a schematic structural view of the steer-by-wire system of the present application;

FIG. 3 is a schematic view of the structure of the limiting device of the present application;

FIG. 4 is a detailed schematic view of the spacing device of FIG. 3;

FIG. 5 is a schematic view of a portion of the components of the spacing device of FIG. 4;

FIG. 6 is a schematic diagram of the explosive structure of FIG. 5;

FIG. 7 is a schematic view of the driving member of FIG. 6;

FIG. 8 is a schematic view of the follower of FIG. 6;

FIG. 9 is a schematic view of the stopper of FIG. 6;

fig. 10 is a schematic view of the structure of the housing of fig. 4.

Detailed Description

The following description of the technical solutions in the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

Referring to fig. 1, an embodiment of a vehicle 1 of the present application includes a frame 20, wheels 30, and a steer-by-wire system 10. The steer-by-wire system 10 is disposed on the frame 20 and is in driving connection with the wheels 30. The wheels 30 may be mounted on the frame 20 via knuckles or spindles or the like, and then connected to the engine via the transmission system of the vehicle 1. The wheels 30 may include two steering wheels, and the steer-by-wire system 10 is capable of driving the two steering wheels to simultaneously perform steering motions under the operation of a driver or the instruction of an automatic driving system, thereby performing steering operation of the vehicle 1.

Referring to fig. 2, the steer-by-wire system 10 includes a steering wheel 11, a steering column 12, and a stop 100. The steering wheel 11 is connected to the steering column 12 and is coaxially disposed. The driver can input steering information such as a steering angle or a torque required for steering the vehicle 1 by controlling the steering wheel 11, and the information can be transmitted to the steering column 12. The limiting device 100 can limit the maximum angle through which the steering column 12 turns in one direction, thereby limiting the steering column 12 from turning too much, and thus limiting the steering wheel 11 from continuing to turn, reducing the situation in which the driver turns the steering wheel 11 too much.

The steer-by-wire system 10 also includes a steering sensor (not shown) and a steering engine (not shown). The steering sensor may be a rotation angle sensor or a torque sensor, etc. The steering column 12 may be connected to a steering sensor so that the steering sensor can detect parameters such as the rotation angle and the torque of the steering wheel 11 through the steering column 12. The steering engine is in driving connection with the wheels 30 of the vehicle 1 and in communication with the steering sensors. Steering information such as the steering angle and the torque detected by the steering sensor can be transmitted to the steering machine, and the steering machine can control the wheels 30 to perform steering motion based on the steering information. The steering gear or the wheels 30 may be provided with a travel sensor, such as a displacement sensor, a rotation angle sensor, or a displacement sensor. The driving sensors can detect the operating parameters of the wheels 30 or of the steering engine and can thus be transmitted to a central control system or other control elements of the vehicle 1.

The steer-by-wire system 10 further comprises a road-sensing motor 13 and a speed reducer 14, wherein the road-sensing motor 13 is in transmission connection with the speed reducer 14, and the speed reducer 14 is in transmission connection with the steering column 12. The speed reducer 14 is capable of changing the rotational speed and torque output from the road-sensing motor 13 so that the output from the road-sensing motor 13 can be adapted to the rotation of the steering column 12. The torque or other signal detected by the travel sensor can be transmitted to the road sensing motor 13. The road-sensing motor 13 can generate a corresponding torque according to road information such as torque received by the steering engine or wheels 30 on an actual road surface, and transmit the torque to the steering wheel 11 through the steering column 12, thereby enabling the driver to judge the actual road surface condition according to the magnitude of the turning torque of the steering wheel 11, and enabling the steering wheel 11 to adjust the turning angle according to the road information.

An exemplary description of the specific structure of the spacing device 100 is provided below.

Referring to fig. 3 and 4, the limiting device 100 includes a rotating shaft 110, a driving member 120, a stopping member 140, and at least one driven member 130. In the axial direction of the rotating shaft 110, the driving member 120 is disposed on one side of the driven member 130, and the stopper 140 is disposed on the other side of the driven member 130. In other words, the follower 130 is disposed between the driving member 120 and the stopper 140. The driving member 120 and the driven member 130 may be in driving connection with each other by rotation or with the stopper 140. The rotating shaft 110 is rotatably disposed relative to the stopper 140, and the follower 130 is rotatably disposed relative to the rotating shaft 110. The stopper 140 may be fixed to the road sensing motor 13 or the decelerator 14, and the stopper 140 may not be rotated. Continued rotation of the driving member 120 and the driven member 130 after a certain angle of rotation can be limited by the stopper 140, thereby limiting excessive rotation of the rotating shaft 110.

The spindle 110 has a limited spindle section, and the spindle 110 is coaxially disposed with respect to the steering column 12 of the steering system 10. The spacing shaft segments can carry and mount the driving member 120, the driven member 130, the stop member 140, and the like. The spindle 110 is capable of rotating following the steering column 12 and the steering wheel 11. When the rotation of the rotary shaft 110 is restricted, the restriction can be transmitted to the steering wheel 11 through the steering column 12. Alternatively, the steering column 12 in the steer-by-wire system 10 and the spindle 110 in the stop 100 may be the same piece.

The rotation shaft 110 may rotate clockwise to bring the driving member 120 into contact with the driven member 130, or may rotate counterclockwise to bring the driving member 120 into contact with the driven member 130. The follower 130 may rotate clockwise along with the driving member 120 to abut against the stopper 140, or may rotate counterclockwise along with the driving member 120 to abut against the stopper 140, and the clockwise rotation of the rotating shaft 110 will be described as an example, and the same applies to the counterclockwise rotation of the rotating shaft 110.

Referring to fig. 5 and 7, the driving member 120 includes a driving mounting portion 121 and a driving striking portion 122, wherein the driving mounting portion 121 is sleeved at one end of the limiting shaft section and is in driving connection with the limiting shaft section. Specifically, the driving member 120 is coupled to or integrally provided with the rotation shaft 110. For example, the driving member 120 and the rotating shaft 110 are connected through spline or flat key transmission, or the driving member 120 and the rotating shaft 110 are manufactured on parts through processes such as turning, milling, casting or injection molding, and the rotating shaft 110 and the driving member 120 are integrally formed. The active mounting portion 121 can rotate along with the rotation shaft 110, and the active striking portion 122 can rotate along with the active mounting portion 121. After the movement of the active striking part 122 is limited, the rotation of the active mounting part 121 and thus the rotation of the rotation shaft 110 is also limited.

The active striking portion 122 is provided to extend from the active mounting portion 121 in the axial direction of the rotation shaft 110 toward the stopper 140. The driving striking part 122 extends in the above direction, so that the driving member 120 can be drivingly connected with the driven member 130 or the stopper 140 by abutment or collision of the driving striking part 122 with the driven member 130 or the stopper 140. In other words, the driving member 120 can push the driven member 130 to rotate by the driving striking part 122, or limit the rotation of the driving mounting part 121 after the driving striking part 122 is limited in rotation by the driven member 130 or the stopper 140.

Referring to fig. 7, the active striking portion 122 has active striking surfaces 123 on both sides. The both sides of the active impact portion 122 refer to both ends in a direction perpendicular to the extending direction of the active impact portion 122. In other words, the two active impact surfaces 123 face the two ends of the rotation shaft 110 in the tangential direction. Specifically, after the driving impact portion 122 rotates along with the driving mounting portion 121 by a certain angle, one side of the driving impact portion 122 abuts against the driven member 130 along with the continued rotation of the driving impact portion 122, that is, the driving impact portion 122 abuts against the driven member 130 through one of the two driving impact surfaces 123. After the driving impact portion 122 rotates reversely along the driving mounting portion 121 by a certain angle, the other side of the driving impact portion 122 abuts against the driven member 130, that is, the driving impact portion 122 abuts against the driven member 130 through the other of the two driving impact surfaces 123.

As the driving member 120 rotates to drive the driven member 130 to rotate, torque is transmitted therebetween. Thus, the direction of the transmission force of the active striking portion 122 is parallel to the tangential direction of the rotating shaft 110. The active impact surfaces 123 on both sides of the active impact portion 122 are disposed at an angle (e.g., α in fig. 7), and the line connecting any point on any active impact surface 123 with the geometric center of the active mounting portion 121 is parallel to the active impact surface 123. Therefore, when the driving impact portion 122 abuts against the driven member 130, the direction of the interaction force between the driving impact portion 122 and the driven member 130 is perpendicular to the driving impact surface 123, which is beneficial to the uniform distribution of the stress of the driving impact portion 122 on the driving impact surface 123, and the stability of the driving member 120 and the driven member 130 during transmission can be improved.

Referring to fig. 5 and 8, the follower 130 includes a follower mounting portion 131 and a follower striking portion 132, and the follower mounting portion 131 is sleeved on the limiting shaft section and is located between the driving mounting portion 121 and the stop mounting portion 141. The driven mounting part 131 is rotatably connected with the rotating shaft 110, and the driven mounting part 131 is in clearance fit with the rotating shaft 110. The driven member 130 has no direct transmission relation with the rotating shaft 110, and the driven member 130 drives the driving striking portion 122 to strike the driven striking portion 132 through the rotation of the driving member 120, so as to drive the driven member 130 to integrally rotate. The clearance fit between the driven mounting portion 131 and the rotating shaft 110 can reduce interference of the driven member 130 to normal rotation of the rotating shaft 110.

Specifically, the driven striking portion 132 is provided to extend from the driven mounting portion 131 toward both ends of the axis of the rotary shaft 110 in the axial direction thereof. The portion of the driven striking portion 132 facing the driving member 120 is for abutting against the driving striking portion 122 to be in driving connection with the driving member 120. The portion of the driven striking portion 132 facing the driving member 120 is adapted to abut against the stopper 140, thereby being in driving connection with the stopper 140, so as to limit the rotation of the driven member 130, and thus the rotation of the driving member 120 and the rotating shaft 110, by the stopper 140. In other embodiments, the driven striking part 132 may be divided into a first driven striking part extending only toward the driving member 120 and a second driven striking part extending only toward the stopper 140, the first and second driven striking parts being disposed at intervals in the circumferential direction of the driven mounting part 131.

Referring to fig. 8, the driven impact portion 132 has driven impact surfaces 133 on both sides, the driven impact surfaces 133 on both sides of the driven impact portion 132 are disposed at an included angle (e.g., β in fig. 8), and a line connecting any point on the driven impact surfaces 133 with the geometric center of the driven mounting portion 131 is parallel to the driven impact surfaces 133. After the driving striking portion 122 rotates by a certain angle along with the driving mounting portion 121, as the driving striking portion 122 continues to rotate, one driving striking surface 123 of the driving striking portion abuts against one driven striking surface 133 of the driving striking portion, so that the driving member 120 can drive the driven member 130 to rotate. After the driving striking portion 122 rotates reversely by a certain angle along with the driving mounting portion 121, the other driving striking surface 123 abuts against the other driven striking surface 133, so that the driving member 120 can drive the driven member 130 to rotate. After the follower 130 rotates or rotates reversely by a certain angle, the follower impact surface 133 of the follower impact portion 132 can also abut against the stopper 140 to be in driving connection with the stopper 140.

The two driven striking surfaces 133 are similar to the two driving striking surfaces 123, so that the stability of the driven striking portion 132 in driving the driving member 120 and the stopper 140 can be increased, and the description thereof will not be repeated. Further, when the driving striking portion 122 abuts against the driven striking portion 132, one driving striking surface 123 abuts against one driven striking surface 133, and the driving striking surface and the driven striking surface are in surface contact, so that torque can be better transmitted, and the stability of transmission is further increased.

Alternatively, two followers 130 are provided, and the followers 130 are disposed between the driving member 120 and the stopper 140 in sequence. In this way, after the follower 130 rotates by a certain angle along with the driving member 120, the follower 130 can be in transmission connection with the adjacent follower 130 through the above manner, so as to drive the adjacent follower 130 to rotate, and the adjacent follower 130 can be abutted against the stop member 140 after rotating by a certain angle, thereby limiting the continuous rotation of the two followers 130, the driving member 120 and the rotating shaft 110. The number of followers 130 may also be three, four or more.

Further, referring to fig. 5 and 6, the rotatable angular range of the rotation shaft 110 can be changed by setting the number of the followers 130. Specifically, for example, the number of the followers 130 is one, and when the followers 130 rotate in one direction, the followers 130 can abut against the stoppers 140 after following the rotation angle a of the driving member 120, so as to limit the rotation of the rotating shaft 110. If the number of the followers 130 is two, and the two followers 130 have the same structure, the followers 130 are abutted with the other follower 130 after following the rotation angle a of the driving member 120, and the other follower 130 can be abutted with the stop member 140 after rotating by the rotation angle a, so that the rotation is limited. The two followers 130 can change the rotatable angle range of the rotation shaft 110 by ±a as compared to one follower 130. The number of followers 130 is the same as more, and will not be described again.

Referring to fig. 5 and 9, the stopper 140 includes a stopper mounting portion 141 and a stopper striking portion 142, and the stopper mounting portion 141 is sleeved on the other end of the limiting shaft section. The stopper 140 cannot rotate relative to the rotation shaft 110, and is clearance-fitted with the rotation shaft 110 by the stopper mounting portion 141, thereby preventing the stopper mounting portion 141 from interfering with the normal rotation of the rotation shaft 110.

With further reference to fig. 10, the stopper 140 further includes a housing 145, and the stopper mounting portion 141 may be integrally provided with the housing 145. Or the side of the stop mounting part 141 away from the stop impact part 142 is provided with a plug part 141a, the shell 145 is provided with a plug hole 145a, and the plug part 141a is plugged into the plug hole 145a. The inside spacing cavity that has of casing 145, casing 145 can hold each part to can surround each part, thereby separate impurity such as outside dust of shelves, reduce inside each part and receive outside interference, increase the stability of work. The speed reducer 14 has a housing, and the housing 145 of the limiting device 100 is fixedly disposed with respect to the housing, for example, detachably connected or integrally disposed. Specifically, the housing 145 may be provided with a flange, and the flange of the housing 145 and the outer shell of the reduction gear 14 may be coupled to each other by a fastener such as a bolt or a rivet. Or the housing 145 of the limiting device 100 and the housing of the reducer 14 may be integrally formed by casting or injection molding, which is not particularly limited.

Referring to fig. 9, the stopper striking part 142 is extended from the stopper mounting part 141 toward the driving member 120 along the axial direction of the rotation shaft 110. The stop striking portion 142 is used to abut against the driven striking portion 132 to limit the continued rotation of the driven striking portion 132, thereby limiting the continued rotation of the driven member 130, and further limiting the continued rotation of the driving member 120 and the rotating shaft 110. The stopper striking portion 142 has stopper striking surfaces 143 on both sides, and the stopper striking surfaces 143 are adapted to abut the driven striking surface 133. The stop impact surfaces 143 on both sides of the stop impact 142 are disposed at an angle (e.g., γ in fig. 9), and any point on any stop impact surface 143 is parallel to the stop impact surface 143 along with the geometric center of the stop mount 141. The stop impact surface 143 can more stably limit the follower 130 from continuing to rotate, and is similar to the driven impact surface 133 and the driving impact surface 123, and will not be described again.

Referring to fig. 6 to 9, it can be understood that the included angle (α) of the driving striking surface 123, the included angle (β) of the driven striking surface 133, and the included angle (γ) of the stopping striking surface 143 affect the rotatable angular range of the rotating shaft 110. The rotatable angle range of the rotation shaft 110 can be changed by designing the angles of the respective included angles.

For example, in one embodiment, the angles of the included angles between the driving impact surfaces 123, the included angles between the driven impact surfaces 133, and the included angles between the stop impact surfaces 143 are the same (α=β=γ). Referring to fig. 6, for example, each included angle is 16 ° and the number of followers 130 is two. The driving member 120 can be drivingly connected to the driven member 130 adjacent to the driving member 120 by rotating ±164° (i.e., rotating 164 ° clockwise or rotating 164 ° counterclockwise, the same applies hereinafter). The follower 130 can be drivingly connected to the follower 130 adjacent to the stop 140 by rotating ±164°. The follower 130 near the stopper 140 can be abutted against the stopper 140 by rotating ±164°. The rotatable angle range of the rotating shaft 110 formed by the cooperation of the driving member 120, the driven member 130 and the stop member 140 is + -492 deg.. In other words, the rotation shaft 110 may rotate ±1.37 turns. Alternatively, the angle of each included angle may be 10 °, 30 °, 40 °, or the like, which is not particularly limited.

It will be appreciated that, during actual use, when the rotation of the shaft 110 is not limited, the position of the driven striking portion 132 of the driven member 130 is not fixed, and the position is not fixed, so that the rotation angle required for forming a driving connection between the driving member 120 and the driven member 130 and between the driven member 130 and the driven member 130 may not be the same in the clockwise direction and the counterclockwise direction, but the total angular travel of the shaft 110 is unchanged.

In another embodiment, at least two of the included angles between the driving impact surfaces 123, the included angles between the driven impact surfaces 133, and the included angles between the stop impact surfaces 143 are different. By setting different included angles, the rotatable angle range of the rotating shaft 110 can have more changes, so that the device is suitable for different use scenes. Alternatively, the angle of the driven striking face 133 of the driven striking portion 132 near the driving member 120 may be different from the angle of the driven striking face 133 near the stopper 140. Further, the rotatable angle range of the rotating shaft 110 can be adjusted by setting the number of the followers 130, and the rotatable angle range of the rotating shaft 110 can also be adjusted by setting the included angles of the driving impact surface 123, the driven impact surface 133 and the stop impact surface 143, which can be used in combination to jointly adjust the rotatable angle range of the rotating shaft 110, so that the rotating shaft 110 can have any rotatable angle range.

Referring to fig. 6, the limiting device 100 further includes a plurality of thrust bearings 160, wherein the thrust bearings 160 are disposed between the driving member 120 and the driven member 130, between the driven member 130 and the driven member 130, and between the driven member 130 and the stop member 140, respectively. The thrust bearing 160 can reduce friction between the driving member 120 and the driven member 130, between the driven member 130 and the driven member 130, and between the driven member 130 and the stopper 140 upon relative rotation, thereby reducing torque required for normal rotation of the rotating shaft 110.

Referring to fig. 4, the limiting device 100 further includes a fastener 150, where the fastener 150 may be a nut or a clip, and is not limited in particular. The fastener 150 is sleeved on the rotating shaft 110, and is used for limiting the movement of the driving member 120, the driven member 130 and the stop member 140 relative to the rotating shaft 110 along the axial direction. The fastener 150 is sleeved on the rotating shaft 110 and is located on one side of the stop member 140 away from the driving member 120, so as to limit the movement of the driving member 120, the driven member 130 and the stop member 140 relative to the rotating shaft 110. This reduces axial play of the various components and increases the stability of the stop device 100 in limiting rotation.

In summary, the driving member 120 is in driving connection with the driving member 120, so that the driving member 120 can rotate along with the driving member 110, and the rotation of the driving member 120 is limited after the rotation of the driving member 120 is limited. By providing the driving member 120 having the driving striking part 122, the driven member 130 having the driven striking part 132, and the stopper 140 having the stopper striking part 142 on the limit shaft section of the rotation shaft 110, the driving member 120 can abut a portion of the driving striking part 122 with the driven striking part 132 by rotating to push the driven striking part 132 to move. The driven striking part 132 is pushed so that the driven member 130 can rotate following the driving member 120. As the follower 130 continues to rotate, another portion of the follower strike 132 may abut the stop strike 142. When the stopper 140 is fixed to each other, the driven striking portion 132 abuts against the stopper striking portion 142, and thus the movement of the driven striking portion 132 is restricted, and the rotation of the driven member 130 is restricted, so that the rotation of the driving member 120 is also restricted, and the rotation of the rotating shaft 110 is restricted. In this way, the rotation of the rotating shaft 110 in one direction can be restricted from being excessive, and the rotation of the rotating shaft 110 in the other direction can be restricted from being excessive.

The foregoing is only examples of the present application, and is not intended to limit the scope of the patent application, and all equivalent structures or equivalent processes using the descriptions and the contents of the present application or other related technical fields are included in the scope of the patent application.

Claims (12)

1. A spacing device, comprising:

the rotating shaft is provided with a limiting shaft section;

the driving piece comprises a driving installation part and a driving impact part, and the driving installation part is sleeved at one end of the limiting shaft section;

the stop piece comprises a stop mounting part and a stop impact part, and the stop mounting part is sleeved at the other end of the limiting shaft section;

the driven piece comprises a driven installation part and a driven impact part, and the driven installation part is sleeved on the limiting shaft section and is positioned between the driving installation part and the stop installation part;

the driven installation part is connected with the rotating shaft in a rotating way; the driving impact part is used for being abutted with the driven impact part so as to drive, the driven impact parts are used for being abutted with each other so as to drive, and the driven impact part is also used for being abutted with the stop impact part so as to limit the rotation of the driven piece, the driving piece and the rotating shaft.

2. The spacing device of claim 1, wherein:

the active impact part extends from the active mounting part along the axial direction of the rotating shaft towards the direction of the stop piece; the driven impact part extends from the driven mounting part towards two ends of the axis along the axis direction of the rotating shaft; the stop impact part extends from the stop mounting part along the axial direction of the rotating shaft towards the direction of the driving part.

3. A spacing device according to claim 2, characterized in that:

the two sides of the driving impact part are provided with driving impact surfaces which are used for abutting against the driven impact part; the active impact surfaces on two sides of the active impact part are arranged at an included angle, and a connecting line between any one point on any active impact surface and the geometric center of the active installation part is parallel to the active impact surface;

and/or the two sides of the driven impact part are provided with driven impact surfaces for abutting with other driven impact parts and for abutting with the stop impact parts; the driven impact surfaces on two sides of the driven impact part are arranged at an included angle, and a connecting line between any one point on the driven impact surface and the geometric center of the driven installation part is parallel to the driven impact surface;

and/or, both sides of the stop impact part are provided with stop impact surfaces for abutting against the driven impact part; the stop impact surfaces on two sides of the stop impact part are arranged at an included angle, and a connecting line between any point on any stop impact surface and the geometric center of the stop installation part is parallel to the stop impact surface.

4. A spacing device according to claim 3, characterized in that:

the included angle between the driving impact surfaces, the included angle between the driven impact surfaces and the included angle between the stop impact surfaces are the same;

or, at least two of the included angles between the driving impact surfaces, the included angle between the driven impact surfaces and the included angle between the stop impact surfaces are different.

5. The spacing device of claim 1, wherein:

the driven parts are arranged in two, and the driven parts are sequentially arranged between the driving part and the stopping part.

6. The spacing device of claim 1, wherein:

the limiting device further comprises a plurality of thrust bearings, wherein the thrust bearings are respectively arranged between the driving piece and the driven piece, between the driven piece and between the driven piece and the stop piece.

7. The spacing device of claim 1, wherein:

the driving piece is in key connection or integrated arrangement with the rotating shaft, and the driven mounting part and the stop mounting part are in clearance fit with the rotating shaft.

8. The spacing device of claim 1, wherein:

the stopper further includes a housing from which the stopper striking part is extended, the stopper mounting part being integrally provided with the housing;

or, one side of the stop mounting part far away from the stop impact part is provided with a plug-in part, the shell is provided with a plug-in hole, and the plug-in part is plugged in the plug-in hole.

9. The spacing device of claim 1, wherein:

the limiting device further comprises a fastener, wherein the fastener is sleeved on the rotating shaft and used for limiting the driving piece, the driven piece and the stopping piece to move along the axial direction relative to the rotating shaft.

10. A steer-by-wire system, comprising:

a spacing device as claimed in any one of claims 1 to 9;

a steering wheel;

the steering column is connected with the steering column and is coaxially arranged, and the rotating shaft of the limiting device is connected with the steering column and is coaxially arranged.

11. The steer-by-wire system of claim 10, wherein:

the steering-by-wire system also comprises a road-sensing motor and a speed reducer, wherein the road-sensing motor is in transmission connection with the speed reducer, and the speed reducer is in transmission connection with the steering column or the rotating shaft; the speed reducer is provided with a shell, and the stop piece of the limiting device is detachably connected with or integrally arranged with the shell.

12. A vehicle, characterized by comprising:

a frame, wheels and the steer-by-wire system of claim 11, wherein the steer-by-wire system is arranged on the frame and is in transmission connection with the wheels.