CN218505948U - Hand feeling simulation device, steering system and vehicle - Google Patents
Hand feeling simulation device, steering system and vehicle Download PDFInfo
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- CN218505948U CN218505948U CN202222356961.9U CN202222356961U CN218505948U CN 218505948 U CN218505948 U CN 218505948U CN 202222356961 U CN202222356961 U CN 202222356961U CN 218505948 U CN218505948 U CN 218505948U
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- reducing mechanism
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Abstract
The utility model discloses a hand feeling simulation device, a steering system and a vehicle, which comprises a motor and a speed reducing mechanism; the speed reducing mechanism comprises a primary speed reducing mechanism and a secondary speed reducing mechanism; the input end of the first-stage speed reducing mechanism is connected with a motor shaft of the motor, and the output end of the first-stage speed reducing mechanism is in transmission connection with the input end of the second-stage speed reducing mechanism. The utility model discloses a feel analogue means, a steering system and vehicle, including one-level reduction gears and second grade reduction gears in analogue means's the reduction gears of feeling, one-level reduction gears is used for once slowing down the moment of torsion of motor and increases the turn round, and second grade reduction gears is used for carrying out the secondary with the moment of torsion of motor and slows down the turn round to increased and exported the epaxial moment of torsion of steering, the driver can more obviously perceive the feedback moment of torsion through the steering wheel, feels the simulation effectually.
Description
Technical Field
The utility model relates to a vehicle a steering system technical field especially relates to a feel analogue means, a steering system and vehicle.
Background
With the development of automatic driving and multimedia functions of vehicles, steer-by-wire systems have come into play.
The steer-by-wire system detects the steering data of the driver by a sensor, then transmits the signal to an ECU on the vehicle through a data bus, and obtains a feedback command from the steering control system; the steering control system also obtains the driver's steering command from the steering gear and obtains the wheel condition from the steering system, thereby commanding the movement of the entire steering system.
The steer-by-wire system cancels the traditional mechanical connection between the steering wheel and the steering wheel, so a hand feeling simulator is needed to be configured to simulate the steering hand feeling.
The hand feeling simulator is characterized in that a hand feeling simulation motor is additionally arranged on a steering column, the hand feeling simulation motor outputs corresponding torque according to an instruction of an ECU, and the torque is transmitted to a steering shaft through a transmission mechanism. Therefore, the road impact torque simulated by the hand feeling motor is transmitted to the steering wheel, so that hand feeling simulation is realized, and road feeling is provided for a driver.
In order to reduce the power and the size of the hand feeling simulation motor, a speed reducing mechanism is required to reduce the speed and increase the torque.
The existing hand feeling simulator performs one-time speed reduction and torque increase between the hand feeling simulation motor and a steering shaft, the hand feeling simulation effect is still to be improved, and the power and the size of the hand feeling simulation motor are larger under the condition of certain required torque.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to overcome prior art's not enough, provide a feel analogue means, a steering system and vehicle with secondary slows down and increases turns round the function.
The technical scheme of the utility model provides a hand feeling simulation device, which comprises a motor and a speed reducing mechanism;
the speed reducing mechanism comprises a primary speed reducing mechanism and a secondary speed reducing mechanism;
the input end of the first-stage speed reducing mechanism is connected with a motor shaft of the motor, and the output end of the first-stage speed reducing mechanism is in transmission connection with the input end of the second-stage speed reducing mechanism.
In one optional technical scheme, the primary speed reducing mechanism comprises a primary driving wheel and a primary driven wheel, and the radius of the primary driving wheel is smaller than that of the primary driven wheel;
the primary driving wheel is connected with the motor shaft, and the primary driven wheel is in transmission connection with the primary driving wheel;
and the input end of the secondary speed reducing mechanism is in transmission connection with the primary driven wheel.
In one optional technical scheme, the primary driving wheel is connected with the primary driven wheel through a primary transmission belt.
In one optional technical scheme, the secondary speed reducing mechanism comprises a secondary driving wheel and a secondary driven wheel, and the radius of the secondary driving wheel is smaller than that of the secondary driven wheel;
the secondary driving wheel is connected with the primary driven wheel through a transmission shaft, and the secondary driven wheel is in transmission connection with the secondary driving wheel.
In one optional technical scheme, the secondary driving wheel is connected with the secondary driven wheel through a secondary transmission belt.
The technical scheme of the utility model also provides a steering system, including a steering column, a controller and a hand feeling simulation device as in any one of the previous technical schemes;
the steering column comprises a column sleeve and a steering shaft pivotably mounted in the column sleeve;
the hand feeling simulation device is connected with the tubular column sleeve through a support;
the output end of the secondary speed reducing mechanism is connected with the steering shaft;
the controller is in signal connection with the motor.
In one optional technical scheme, the steering column further comprises a torque sensor for monitoring the real-time torque of the steering shaft;
the torque sensor is in signal connection with the controller.
In one optional technical scheme, the steering shaft comprises a steering upper shaft, a steering intermediate shaft and a steering lower shaft which are sequentially connected;
a first bearing is arranged between the upper steering shaft and the tubular column sleeve, and a second bearing is arranged between the lower steering shaft and the tubular column sleeve;
the output end of the secondary speed reducing mechanism is connected with the steering lower shaft.
In one optional technical scheme, the steering upper shaft is connected with the steering intermediate shaft through a spline, and the steering intermediate shaft is connected with the steering lower shaft through a torsion bar.
The technical scheme of the utility model a vehicle is still provided, include as any one of the technical scheme before a steering system.
By adopting the technical scheme, the method has the following beneficial effects:
the utility model provides a feel analogue means, a steering system and vehicle, including one-level reduction gears and second grade reduction gears in the reduction gears of feeling analogue means, one-level reduction gears is used for carrying out once the moment of torsion of motor and slows down and increase the turn round, and second grade reduction gears is used for carrying out the secondary with the moment of torsion of motor and slows down and increase the turn round to increased and exported the epaxial moment of torsion of steering, the driver can more obviously perceive the feedback moment of torsion through the steering wheel, and the simulation of feeling is effectual.
Drawings
The disclosure of the present invention will become more readily understood by reference to the drawings. It should be understood that: these drawings are for illustrative purposes only and are not intended to limit the scope of the present disclosure. In the figure:
fig. 1 is a perspective view of a hand feeling simulation device according to an embodiment of the present invention;
fig. 2 is a cross-sectional view of a hand feeling simulation apparatus according to an embodiment of the present invention;
fig. 3 is a perspective view of a steering system according to an embodiment of the present invention;
fig. 4 is a cross-sectional view of a steering system according to an embodiment of the present invention.
Detailed Description
The following describes the present invention with reference to the accompanying drawings. In which like parts are designated by like reference numerals. It should be noted that as used in the following description, the terms "front," "back," "left," "right," "upper" and "lower" refer to directions in the drawings, and the terms "inner" and "outer" refer to directions toward and away from, respectively, the geometric center of a particular component.
As shown in fig. 1-2, an embodiment of the present invention provides a hand feeling simulation apparatus, which includes a motor 1 and a speed reduction mechanism 2. The reduction mechanism 2 includes a primary reduction mechanism 21 and a secondary reduction mechanism 22. The input end of the first-stage speed reducing mechanism 21 is connected with the motor shaft 11 of the motor 1, and the output end of the first-stage speed reducing mechanism 21 is in transmission connection with the input end of the second-stage speed reducing mechanism 22.
The utility model provides a hand feeling simulation device which comprises a motor 1 and a speed reducing mechanism 2. The motor 1 is a hand feeling simulation motor. In use, the motor 1 is connected to the controller 4 of the steering system shown in figures 3-4. After the controller 4 receives an instruction from an ECU of the vehicle, the motor 1 is controlled to output a corresponding torque. The speed reduction mechanism 2 is connected between the motor 1 and the steering shaft 32, and increases the torque output from the motor 1 to be transmitted to the steering shaft 32. The driver may perceive the feedback torque from the steering wheel.
The utility model provides a hand feeling simulation device, its reduction gears 2 are second grade reduction gears. The reduction mechanism 2 includes a primary reduction mechanism 21 and a secondary reduction mechanism 22. The primary speed reduction mechanism 21 and the secondary speed reduction mechanism 22 may be a reduction gear mechanism, a reduction belt pulley mechanism, a reduction worm gear mechanism, or the like.
The input end of the first-stage speed reducing mechanism 21 is connected with the motor shaft 11 of the motor 1, the output end of the first-stage speed reducing mechanism 21 is in transmission connection with the input end of the second-stage speed reducing mechanism 22, and the output end of the second-stage speed reducing mechanism 22 is connected with the steering shaft 32.
The first-stage speed reducing mechanism 21 is used for reducing the speed and increasing the torque of the motor 1 for one time, and the second-stage speed reducing mechanism 22 is used for reducing the speed and increasing the torque of the motor for the second time, so that the torque output to the steering shaft 32 is increased, a driver can more obviously sense the feedback torque through a steering wheel, and the hand feeling simulation effect is good.
Under the condition that the torque required by the steering shaft 32 is certain, a smaller motor 1 can be selected, so that the occupied space is reduced, and the cost is reduced.
In one embodiment, as shown in fig. 1-2, the primary speed reduction mechanism 21 includes a primary driving wheel 211 and a primary driven wheel 212, and the radius of the primary driving wheel 211 is smaller than that of the primary driven wheel 212.
The primary driving wheel 211 is connected with the motor shaft 11, and the primary driven wheel 212 is in transmission connection with the primary driving wheel 211.
The input end of the secondary speed reducing mechanism 22 is in transmission connection with the primary driven wheel 212.
In this embodiment, the primary speed reduction mechanism 21 is a speed reduction gear mechanism or a speed reduction belt wheel mechanism, and includes a primary driving wheel 211 and a primary driven wheel 212. Wherein, the first order drive wheel 211 is the input of first order reduction gears 21, and the first order is followed driving wheel 212 and is the output of first order reduction gears 21, and the radius of first order drive wheel 211 is less than the radius of first order driven wheel 212, and the first order is followed driving wheel 212 and first order drive wheel 211 and is realized the transmission with the mode of meshing or through the mode of drive belt and be connected. The primary driving wheel 211 is directly mounted on the motor shaft 11 of the motor 1, and the input end of the secondary speed reducing mechanism 22 is in transmission connection with the primary driven wheel 212 in a meshing manner or in a transmission belt manner.
The torque of the motor shaft 11 is transmitted from the primary driving pulley 211 to the primary driven pulley 212, and is subjected to first speed reduction and torque increase.
Compared with a worm gear and worm reduction mechanism, the reduction gear mechanism or the reduction belt wheel mechanism occupies a small space.
In one embodiment, as shown in fig. 1-2, the primary drive pulley 211 is coupled to the primary driven pulley 212 via a primary drive belt 213.
In this embodiment, the first-stage speed reduction mechanism 21 is a speed reduction belt wheel mechanism, and the first-stage driving wheel 211 and the first-stage driven wheel 212 are in transmission connection through the first-stage transmission belt 213, so that the structure is simple, the transmission is stable, the vibration can be buffered and absorbed, the manufacturing cost is low, the lubrication is not required, and the maintenance is easy.
In one embodiment, as shown in fig. 1-2, the two-stage speed reducing mechanism 22 includes a two-stage driving pulley 221 and a two-stage driven pulley 222, and the radius of the two-stage driving pulley 221 is smaller than that of the two-stage driven pulley 222.
The secondary driving wheel 221 is connected with the primary driven wheel 212 through a transmission shaft 23, and the secondary driven wheel 222 is in transmission connection with the secondary driving wheel 221.
In this embodiment, the secondary speed reduction mechanism 22 is a speed reduction gear mechanism or a speed reduction belt wheel mechanism, and includes a secondary driving wheel 221 and a secondary driven wheel 222. The secondary driving wheel 221 is an input end of the secondary speed reducing mechanism 22, the secondary driven wheel 222 is an output end of the secondary speed reducing mechanism 22, the radius of the secondary driving wheel 221 is smaller than that of the secondary driven wheel 222, and the secondary driven wheel 222 and the secondary driving wheel 221 are in transmission connection in a meshing mode or a transmission belt mode. The secondary driving wheel 221 is connected to the primary driven wheel 212 via the transmission shaft 23, and the secondary driven wheel 222 is connected to the steering shaft 32.
The torque of the motor shaft 11 is transmitted from the primary driven wheel 212 to the secondary driving wheel 221, and then transmitted from the secondary driving wheel 221 to the secondary driven wheel 222 for the second deceleration and torque increase.
Compared with a worm gear and worm reduction mechanism, the reduction gear mechanism or the reduction belt wheel mechanism occupies a small space.
In one embodiment, as shown in fig. 1-2, the secondary drive pulley 221 is coupled to the secondary driven pulley 222 via a secondary drive belt 223.
In this embodiment, the secondary speed reducing mechanism 22 is a speed reducing belt wheel mechanism, the secondary driving wheel 221 and the secondary driven wheel 222 are in transmission connection through the secondary transmission belt 223, and the two-stage speed reducing mechanism has the advantages of simple structure, stable transmission, capability of buffering and absorbing vibration, low manufacturing cost, no need of lubrication and easiness in maintenance.
As shown in fig. 3-4, an embodiment of the present invention provides a steering system, which includes a steering column 3, a controller 4, and a hand feeling simulation apparatus according to any of the foregoing embodiments.
The steering column 3 includes a column sleeve 31 and a steering shaft 32 pivotably mounted in the column sleeve 31.
The hand feeling simulation device is connected with the pipe string sleeve 31 through the bracket 5.
The output end of the secondary speed reducing mechanism 22 is connected to a steering shaft 32.
The controller 4 is in signal connection with the motor 1.
The utility model provides a steering system includes steering column 3, controller 4 and feels analogue means.
For the structure, structure and operation principle of the hand feeling simulation device, please refer to the description part of the hand feeling simulation device, which is not repeated herein.
The steering column 3 includes a column sleeve 31 and a steering shaft 32, and the steering shaft 32 is pivotably mounted in the column sleeve 31. The upper end of the steering shaft 32 is used for connecting a steering wheel.
The hand feeling simulation device is connected with the column sleeve 31 through the bracket 5, and the main body parts of the motor 1 and the speed reducing mechanism 2 are positioned on one side of the column sleeve 31. The output end of the secondary speed reducing mechanism 22 is positioned in the pipe column sleeve 31, and the output end of the secondary speed reducing mechanism 22 is in transmission connection with a steering shaft 32.
The controller 4 may alternatively be mounted on the motor 1. The controller 4 is in signal connection with the motor 1, including electric signal connection and communication signal connection. The motor 1 and the controller 4 can be connected through a wire to realize signal transmission.
After the controller 4 receives the command from the ECU of the vehicle, it controls the motor 1 to output a corresponding torque. The first-stage speed reducing mechanism 21 is used for reducing the speed and increasing the torque of the motor 1 for the first time, and the second-stage speed reducing mechanism 22 is used for reducing the speed and increasing the torque of the motor for the second time, so that the torque output to the steering shaft 32 is increased, a driver can more obviously sense the feedback torque through a steering wheel, and the hand feeling simulation effect is good.
Under the condition that the torque required by the steering shaft 32 is certain, the smaller motor 1 can be selected, so that the occupied space is reduced, and the cost is reduced.
In one embodiment, as shown in fig. 2 and 4, the steering column 3 further comprises a torque sensor 35 for monitoring the real-time torque of the steering shaft 32. The torque sensor 35 is in signal connection with the controller 4.
The torque sensor 35 is installed in the column sleeve 31, and is configured to monitor the real-time torque of the steering shaft 32 in real time and transmit the real-time torque to the controller 4, and the controller 4 can determine the operating condition of the speed reducing mechanism 2 according to the real-time torque transmitted from the torque sensor 35.
The torque sensor 35 is a sensor in the prior art, and the principle and the installation method thereof are not described herein again.
In one embodiment, as shown in fig. 4, the steering shaft 32 includes an upper steering shaft 321, a middle steering shaft 322, and a lower steering shaft 323 connected in sequence.
A first bearing 33 is mounted between the upper steering shaft 321 and the column sleeve 31, and a second bearing 34 is mounted between the lower steering shaft 323 and the column sleeve 31.
The output end of the two-stage speed reduction mechanism 22 is connected to a steering lower shaft 323.
In this embodiment, the steering shaft 32 is divided into three sections including an upper steering shaft 321, a middle steering shaft 322, and a lower steering shaft 323 to be selectively installed according to an actual installation space. The steering wheel is arranged on an upper steering shaft 321, a middle steering shaft 322 is connected to the upper steering shaft 321 and connected with a lower steering shaft 323, and the upper steering shaft 321, the middle steering shaft 322 and the lower steering shaft 323 can synchronously rotate. A first bearing 33 is installed between the upper steering shaft 321 and the column sleeve 31, and a second bearing 34 is installed between the lower steering shaft 323 and the column sleeve 31, so as to facilitate the steering shaft 32 to rotate in the column sleeve 31. The output end of the two-stage speed reducing mechanism 22 is connected with a steering lower shaft 323, and the torque after the secondary speed reduction and torque increase is firstly transmitted to the steering lower shaft 323 and finally transmitted to a steering wheel by an upper steering shaft 321.
In one embodiment, as shown in fig. 4, the upper steering shaft 321 is splined to the intermediate steering shaft 322, and the intermediate steering shaft 322 is connected to the lower steering shaft 323 by the torsion bar 324.
The upper steering shaft 321 is connected with the intermediate steering shaft 322 through splines, the length of the upper steering shaft can be adjusted according to needs, and torque can be transmitted through the splines. A torsion bar 324 connects the steering intermediate shaft 322 with the steering lower shaft 323. In one way: the cross section of the torsion bar 324 is square, and the cross section of the holes in the intermediate shaft 322 and the steering lower shaft 323 is square, and the torsion bar 324 is fitted into the holes to achieve torque transmission. In another mode, the cross section of the torsion bar 324 is circular, the cross sections of the holes in the intermediate shaft 322 and the steering lower shaft 323 are circular, and the torsion bar 324 is interference-fitted or spline-fitted into the holes to realize torque transmission.
An embodiment of the utility model provides a vehicle, including aforementioned arbitrary embodiment steering system.
To sum up, the utility model provides a feel analogue means, a steering system and vehicle, feel analogue means's speed reduction mechanism 21 and second grade speed reduction mechanism 22 including in 2, one-level speed reduction mechanism 21 is used for carrying out once the reduction in torque with motor 1 and increases the turn round, and second grade speed reduction mechanism 22 is used for carrying out the secondary reduction in torque with motor 1 and increases the turn round to increased the moment of torsion of exporting on the steering spindle 32, the driver can more obviously perceive the feedback moment of torsion through the steering wheel, feels the simulation effectually. Under the condition that the torque required by the steering shaft is certain, a smaller motor can be selected, so that the occupied space is reduced, and the cost is reduced.
According to the needs, the above technical schemes can be combined to achieve the best technical effect.
What has been described above is merely the principles and preferred embodiments of the present invention. It should be noted that, for those skilled in the art, on the basis of the principle of the present invention, several other modifications can be made, and the protection scope of the present invention should be considered.
Claims (10)
1. A hand feeling simulation device is characterized by comprising a motor and a speed reducing mechanism;
the speed reducing mechanism comprises a primary speed reducing mechanism and a secondary speed reducing mechanism;
the input end of the first-stage speed reducing mechanism is connected with a motor shaft of the motor, and the output end of the first-stage speed reducing mechanism is in transmission connection with the input end of the second-stage speed reducing mechanism.
2. The hand feeling simulation device according to claim 1, wherein the primary speed reduction mechanism comprises a primary driving wheel and a primary driven wheel, and the radius of the primary driving wheel is smaller than that of the primary driven wheel;
the primary driving wheel is connected with the motor shaft, and the primary driven wheel is in transmission connection with the primary driving wheel;
and the input end of the secondary speed reducing mechanism is in transmission connection with the primary driven wheel.
3. The hand feeling simulation device of claim 2, wherein the primary driving wheel is connected with the primary driven wheel through a primary transmission belt.
4. The hand feeling simulation device according to claim 2 or 3, wherein the secondary speed reduction mechanism comprises a secondary driving wheel and a secondary driven wheel, and the radius of the secondary driving wheel is smaller than that of the secondary driven wheel;
the secondary driving wheel is connected with the primary driven wheel through a transmission shaft, and the secondary driven wheel is in transmission connection with the secondary driving wheel.
5. The hand feeling simulation device of claim 4, wherein the secondary driving wheel is connected with the secondary driven wheel through a secondary transmission belt.
6. A steering system comprising a steering column, a controller and a feel simulator as claimed in any one of claims 1 to 5;
the steering column comprises a column sleeve and a steering shaft pivotably mounted in the column sleeve;
the hand feeling simulation device is connected with the pipe column sleeve through a support;
the output end of the secondary speed reducing mechanism is connected with the steering shaft;
the controller is in signal connection with the motor.
7. The steering system of claim 6, wherein the steering column further comprises a torque sensor for monitoring the real-time torque of the steering shaft;
the torque sensor is in signal connection with the controller.
8. The steering system according to claim 6, wherein the steering shaft includes an upper steering shaft, a middle steering shaft, and a lower steering shaft, which are connected in this order;
a first bearing is arranged between the upper steering shaft and the tubular column sleeve, and a second bearing is arranged between the lower steering shaft and the tubular column sleeve;
the output end of the secondary speed reducing mechanism is connected with the steering lower shaft.
9. The steering system according to claim 8, wherein the upper steering shaft and the intermediate steering shaft are spline-connected, and the intermediate steering shaft and the lower steering shaft are connected by a torsion bar.
10. A vehicle characterized by comprising a steering system according to any one of claims 6-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222356961.9U CN218505948U (en) | 2022-09-05 | 2022-09-05 | Hand feeling simulation device, steering system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222356961.9U CN218505948U (en) | 2022-09-05 | 2022-09-05 | Hand feeling simulation device, steering system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218505948U true CN218505948U (en) | 2023-02-21 |
Family
ID=85211713
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222356961.9U Active CN218505948U (en) | 2022-09-05 | 2022-09-05 | Hand feeling simulation device, steering system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218505948U (en) |
-
2022
- 2022-09-05 CN CN202222356961.9U patent/CN218505948U/en active Active
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