WO2011069464A1

WO2011069464A1 - Rotation angle sensor device for steering wheel and automobile electronic stabilization system

Info

Publication number: WO2011069464A1
Application number: PCT/CN2010/079638
Authority: WO
Inventors: 刘明; 王万顺; 曹立臣; 阚文娟; 张俊茹; 张军; 叶树珩; 田俊涛; 刘艳红; 高志勇
Original assignee: 北汽福田汽车股份有限公司; 北京五源通汽车电子科技有限公司
Priority date: 2009-12-11
Filing date: 2010-12-10
Publication date: 2011-06-16
Also published as: CN101708736B; AU2010330482B2; AU2010330482A1; CN101708736A

Abstract

A rotation angle sensor device for a steering wheel comprises a magnetic induction sensor (2) and a rotation angle transmission component (5). A transmission structure is formed between an upper pipe section (13) of the rotation angle transmission component (5) and a clock spring mechanism (1). The inner circumference of the upper pipe section (13) is provided with a radial location mechanism (7) and a first axial location mechanism. The outer circumference of the upper pipe section (13) is provided with a second axial location mechanism. An inner bush (21) of the magnetic induction sensor (2) is provided with a third axial location mechanism. The outer circumference of the upper pipe section (13) and the inner bush (21) of the magnetic induction sensor (2) are also provided with a circumferential locking and transmission mechanism. An electronic stabilization system for an automobile comprises the rotation angle sensor device for the steering wheel connected with a central control unit via a signal line. The rotation angle sensor device for the steering wheel of the present invention adopts the magnetic induction sensor which is more reliable in work, realizes the installation and the precise location of the magnetic induction sensor within a limited space below a steering wheel, and reliably transfers the rotation of the steering wheel to the magnetic induction sensor.

Description

Steering wheel angle sensor device and automotive electronic stability system

Technical field

Embodiments of the present invention relate to a steering wheel angle sensor device for an automotive electronic stability system (ESP), and more particularly to a steering wheel angle sensor device including a rotation angle sensor. Furthermore, embodiments of the present invention are also directed to an automotive electronic stability system including the steering wheel angle sensor device. Background technique

With the development of the automotive industry, the stability and safety of automotive braking and steering operations have become more and more important. Currently, cars are commonly equipped with ABS systems (brake anti-lock braking systems). In the process of car braking, the ABS system generally only plays a role when a certain wheel has an early lock-up trend. It is mainly a passive reactive safety system. However, in today's changing road conditions and increasingly crowded traffic, this passive reactive ABS system is far from meeting people's security needs. People need an active reactive safety system that can prevent problems before they happen. In this situation, more and more cars are beginning to adopt the Automotive Electronic Stability System (ESP).

The ESP is mainly composed of a central control unit (ECU), an actuator, a steering wheel angle sensor, a vehicle speed sensor, a brake force sensor, a yaw rate sensor, etc., and under the premise of real-time monitoring of the running state of the vehicle through the ECU, the engine and The brake system is actively intervened and regulated. While the car is running, the steering wheel angle sensor senses the turning direction and angle that the driver tries to operate, the vehicle speed sensor senses the vehicle speed, the accelerator opening and the driving torque, etc., the brake sensor senses the braking force, and the yaw rate sensor detects the car. Deflection along the vertical axis (the magnitude of the deflection represents the stability of the car, if the yaw rate reaches a threshold, the car is in a dangerous condition such as slip or tail). After learning the information, the ESP's central control unit calculates the difference between the normal safe driving of the car and the driver's intention to manipulate the car. Then, the ECU issues a command to adjust the engine speed and the braking force on the wheel to correct the car's Excessive steering or understeer to avoid car slippage, oversteer, understeer or lock to ensure safe driving. From a strict perspective, the ESP system actually includes the functions of the two systems of ABS and TCS (fetch control system), but it is not a simple superposition of the two. The difference between them is mainly that ABS or TCS can only react passively, while ESP can proactively detect and analyze the condition of the vehicle and correct the driving error to prevent it from happening.

It is known that the ESP must be provided with a steering wheel angle sensor for converting the steering wheel angle into a signal representative of the driver's desired direction of travel. The ESP identifies the driver's operational intent by calculating the steering wheel angle and the rate of change of the angle of rotation. . However, the existing ESP generally adopts a sensor based on the grating principle, wherein the steering wheel angle is generally determined according to photoelectric coding, and the encoder disk mounted on the steering shaft contains information such as a coded rotation direction, a rotation angle, and the like. The information on the signal is scanned by the proximity photocoupler. When the car ignition switch is turned on and the steering wheel angle sensor is rotated through a certain angle, the central control unit of the ESP passes the pulse sequence. Column to determine the current steering wheel absolute corner. The disadvantage of this steering wheel angle sensor is that it is relatively easy to damage. Once it is damaged, the central control unit of the ESP will not be able to determine the driver's intention of operation (especially the steering direction of the car), which will invalidate the entire ESP.

At present, from the principle of signal generation, it is technically feasible to use a more reliable magnetic inductive sensor instead of a grating sensor. When a magnetic inductive sensor is used, the inner lining of the magnetic inductive sensor is driven by a steering wheel or a steering wheel shaft. The sleeve is configured to cut magnetic lines of force formed by internal magnets of the magnetic inductive sensor, so that the ECU determines the magnitude of the steering wheel angle, the rate of change of the rotation angle, and the steering direction according to the pulse width, the pulse amplitude, and the pulse direction of the generated current signal.

However, the use of a more reliable magnetic induction sensor has certain difficulties in installation. The installation space under the steering wheel is limited, and it is necessary to install a clock spring mechanism and a combination switch, etc., especially when installing a magnetic induction sensor, if some conventional Axial positioning mechanisms, such as simple boss and groove matching, open stop ring, etc., often interfere with the installation so that the magnetic inductive sensor cannot be mounted, and the positioning pin or the like is used for positioning, since the pin hole and the positioning pin cannot be ensured. Alignment, so it is impossible to ensure the smooth progress of the installation process. Under this circumstance, how to realize the installation and precise positioning of the magnetic induction sensor and accurately transmit the rotation of the steering wheel to the magnetic induction sensor is a technical problem that is difficult to solve. Summary of the invention

The technical problem to be solved by the embodiments of the present invention is to provide a steering wheel angle sensor device for an automotive electronic stability system, which not only ensures the installation and precise positioning of the magnetic inductive sensor in a limited installation space below the steering wheel. And can accurately transmit the rotation of the steering wheel to the magnetic induction sensor.

Furthermore, embodiments of the present invention also provide an automotive electronic stability system including the steering wheel angle sensor device.

In order to solve the above technical problem, an embodiment of the present invention provides a steering wheel angle sensor device for an automotive electronic stability system, the steering wheel angle sensor device being mounted on a steering shaft connected to a steering wheel and located at a combination switch and fixed to a lower portion of the steering wheel. Between the clock spring mechanisms, the steering wheel angle sensor device includes a magnetic inductive sensor and a corner transmission member, and an upper transmission end is formed between the upper end of the upper tube section and the lower end of the clock spring mechanism, and the inner circumference of the upper tube section The surface is provided with a radial positioning mechanism positioned relative to the steering shaft and a first axial positioning mechanism elastically deformable along a radial direction of the upper pipe section, the outer circumferential surface of the upper pipe section being provided with a diameter along the upper pipe section a second axial positioning mechanism elastically deformed in the direction, the inner bushing of the magnetic inductive sensor is provided with a third axial positioning mechanism, and the outer circumferential surface of the upper pipe section and the inner circumferential surface of the inner bush are also provided with mutual cooperation The circumferential direction locks the transmission mechanism.

Embodiments of the present invention also provide an automotive electronic stability system including a steering wheel angle sensor device connected to a central control unit via a signal line, the steering wheel angle sensing device The device is the above-described steering wheel angle sensor device.

In the embodiment of the present invention, the angle sensor is assembled between the clock spring mechanism and the combination switch, and the clock spring acts as a driving member to drive the inner bushing of the angle sensor to rotate the cutting magnetic line to realize the angle angle and angular velocity sensing functions. The steering wheel angle sensor device for ESP according to the embodiment of the present invention adopts a magnetic induction sensor which is more reliable in operation, realizes installation and precise positioning of the magnetic induction sensor in a limited installation space under the steering wheel, and reliably transmits the rotation of the steering wheel Go to the magnetic inductive sensor to form a corner signal. Therefore, the steering wheel angle sensor device of the embodiment of the invention not only works stably and reliably, but has higher sensitivity than the grating type sensing, longer service life, better reliability, and simple structure, only need to add a corner transmission component, and The clock spring mechanism and the steering shaft are partially modified to complete the assembly of the magnetic induction type angle sensor, and the cost is low, and it is easy to realize industrialization and product platform management. In addition, the angle sensor is assembled between the clock spring and the combination switch, and the corner transmission component matched with the rotation angle sensor has a steering returning mechanism, which completely replaces the steering return mechanism of the clock spring, and successfully realizes the steering of the combination switch. Return function. DRAWINGS

The above and other objects, features and advantages of the embodiments of the present invention will be <RTIgt;

1 is a perspective view showing the mounting of a steering wheel angle sensor device mounted on a steering shaft according to an embodiment of the present invention;

2 is a schematic view showing the installation of a clock spring mechanism fixed on a steering wheel according to an embodiment of the present invention; FIG. 3 is a schematic view showing the assembly of a corner transmission component and a clock spring mechanism according to an embodiment of the present invention; FIG. 4 is a schematic diagram of a clock spring mechanism according to an embodiment of the present invention; Schematic diagram

Figure 5 is a perspective view of a corner transmission member according to an embodiment of the present invention;

6 is a perspective view of a corner transmission component mounted on a steering shaft according to an embodiment of the present invention; FIG. 7 is another perspective view of a corner transmission component according to an embodiment of the present invention;

Figure 8 is a plan view of a corner transmission member according to an embodiment of the present invention, showing a radial positioning mechanism and a first axial positioning mechanism inside the corner driving member;

Figure 9 is an enlarged schematic view showing a radial positioning mechanism inside a corner transmission member according to an embodiment of the present invention;

10 is a schematic cross-sectional view of a corner transmission member according to an embodiment of the present invention, wherein a radial positioning mechanism and a first axial positioning mechanism inside the corner transmission member are shown;

Figure 11 is a perspective view of a steering wheel angle sensor device according to an embodiment of the present invention, showing a mating structure between a magnetic induction sensor and a corner transmission member;

Figure 12 is another perspective view of the corner transmission member of the embodiment of the present invention, showing the transmission groove and the second axial positioning mechanism of the corner transmission member cooperating with the magnetic induction sensor;

Figure 13 is a cross-sectional view of the steering wheel angle sensor device mounted on the steering shaft according to an embodiment of the present invention; FIG. 14 is a schematic view showing the arrangement between the magnetic inductive angle sensor, the corner transmission component, and the steering shaft. FIG. 14 is a schematic diagram of the third axial positioning mechanism and the corner transmission component on the magnetic inductive sensor according to the embodiment of the present invention;

15 is an enlarged schematic view showing the cooperation of the locking boss of the magnetic inductive sensor and the locking groove of the corner transmission component according to the embodiment of the present invention;

16 is a perspective view showing a combination switch mounted on an outer column tube of a steering column and located under a corner transmission component according to an embodiment of the present invention;

Figure 17 is an exemplary cross-sectional view of the assembly switch mounted on the outer column tube of the steering column;

Figure 18 is another perspective view of the corner drive member showing the lower slot of the corner drive member.

Reference mark description:

1 clock spring mechanism 2 angle sensor

3 combination switch 4 steering column

5 Corner drive unit 6 Steering shaft of steering column

7 Radial positioning mechanism 8 Lower section of the corner drive unit

9 first jaw 10 upper slot of the corner transmission component

11 Lower notch of the corner drive unit 12 Second jaw

13 Upper section of the corner drive unit 14 Cooperating boss of the clock spring mechanism

15 steering wheel 16 fixing pin

17 Upper end boss of the corner drive unit 18 Outer column tube of the steering column

19 Drive groove of corner drive unit 20 Drive boss of magnetic induction sensor

21 Inner bushing of magnetic induction sensor 22 Third jaw

23 Combination return fork of the combination switch 24 Axial positioning groove of the steering shaft

25 Mounting card edge of the combination switch 26 Connecting part of the first claw

27 The first claw's holding part 28 The first slot

29 connecting portion of the second claw 30 holding portion of the second claw

31 second slot

The steering wheel angle sensor device according to the embodiment of the present invention will be specifically described below with reference to the accompanying drawings.

As shown in FIG. 1, a steering wheel angle sensor device according to an embodiment of the present invention includes a magnetic induction sensor 2 and a corner transmission member 5, which are assembled to each other and mounted on a steering shaft 6 of a steering column 4. And located between the clock spring mechanism 1 and the combination switch 3. Here, it is known that the steering wheel 15 (see FIG. 2) is connected to a steering gear (not shown) of the vehicle via a steering column 4, which includes a steering shaft 6 and an outer column tube 18, and the steering shaft 6 passes through the outer column Tube 18 (see Figure 6) is rotatable relative to outer column tube 18 within outer column tube 18. In general, the outer column tube 18 is fixed to the instrument panel beam bracket and the like to support the inner steering shaft 6 and the steering wheel 15 and the like, and the upper portion of the steering shaft 6 protrudes from the outer column tube 18, The upper portion includes a threaded portion, a spline portion, and the like to mount the steering wheel 15, and the clock spring mechanism 1, the corner transmission member 5, the combination switch 3, and the like according to the embodiment of the present invention are sequentially mounted under the steering wheel 15, wherein the clock spring structure 1 The central through hole has a large diameter and is not in contact with the steering shaft 6. Of course, since the steering shaft 6 rotates in synchronization with the steering wheel 15, the center through hole of the clock spring mechanism 1 can also be formed small as long as the steering shaft can be supplied. 6 can pass; the angular transmission component 5 and the steering shaft 6 have a precise positioning mechanism (see below) to achieve the assembly and positioning between the corner transmission component 5 and the steering shaft 6 and ensure the coaxial rotation The combination switch 3 is generally mounted on the outer column tube 18 of the steering column 4, and the center of the combination switch 3 also has a through hole so as to be able to be fitted over the outer column tube 18 of the steering column 4 and Fixed.

The following is a detailed description of the mating structure of the components of the embodiments of the present invention with reference to FIG. 2 to FIG. 18. It should be noted that the following mating structure is only a preferred form, and may have many within the technical concept of the embodiments of the present invention. Variant structure.

As shown in Fig. 2, the clock spring mechanism 1 is fixedly mounted to the lower portion of the steering wheel 15 so as to be rotatable in synchronization with the steering wheel 15 when the steering wheel 15 is rotated. The manner in which the clock spring mechanism 1 is fixed to the steering wheel 15 can be carried out in various known manners. For example, the fixing pin 16 is used for fixing in Fig. 2, and it is also possible to adopt a fixing method such as a screw or a snap.

It is known that the clock spring mechanism 1 is an electrical rotary connector for use in a car airbag that provides a reliable electrical connection between two relatively rotating components. It is mainly composed of a flexible flat cable, a housing that can rotate relative to each other, a wire harness (conductive lead wire), and a connector. When the steering wheel 15 is rotated left and right, the clock spring mechanism 1 can ensure the normal electrical connection of the airbag, the horn switch and the like.

In order to transmit the rotation of the steering wheel 15 to the steering wheel angle sensor device of the embodiment of the present invention, the present invention utilizes such a known clock spring mechanism 1 mounted under the steering wheel 15. As shown in Figs. 3 to 5, the center position of the clock spring mechanism 1 is formed with a through hole so that the steering shaft 6 of the steering column 4 can pass therethrough. Two matching bosses 14 are formed at the opposite positions of the lower end of the clock spring mechanism 1, and the mating bosses 14 are used to cooperate with the upper notch 10 of the corner transmission member 5 to drive the corner transmission member 5 and the steering wheel 15. Rotate in synchronism with the steering shaft 6.

As shown in Fig. 5, the corner transmission member 5 is a hollow tubular member for transmitting the rotation of the steering wheel 15 to the magnetic induction sensor 2 described below. Two upper end bosses 17 are respectively formed at the opposite positions of the upper ends of the corner transmission members 5, and correspondingly, an upper notch 10 is naturally formed between the two upper end bosses 17, when the corner transmission member 5 is mounted on the steering shaft 6 When it is located below the clock spring mechanism 1, the mating boss 14 at the lower end of the clock spring mechanism 1 is inserted into the upper slot of the corner transmission member. The clock spring mechanism 1 can further rotate the corner transmission member 5 when the steering wheel 15 rotates to drive the clock spring mechanism 1 to rotate. It should be noted that other transmission structures may be formed between the lower end of the clock spring mechanism 1 and the upper end of the corner transmission member 5, and are not limited to the cooperation of the above-mentioned mating boss 14 and the upper slot 10, for example, may be in a clock spring. The lower end of the mechanism 1 forms a radial flange, while abutting radial flanges are also formed at the upper end of the steering transmission member 5, and then the two radial flanges are connected by bolts.

The mounting structure of the corner transmission member 5 to the steering shaft 6 will be described below with reference to Figs. 6 to 10 and Fig. 13 .

As shown in Fig. 6, the corner transmission member 5 of the embodiment of the present invention is mounted on a steering shaft 6 projecting from the outer column tube 18 below the steering wheel. Referring to Figures 7 to 10, as described above, the corner transmission member 5 is a hollow tubular member, preferably, the hollow tubular member is formed in the form of a stepped shaft in which the upper tubular section 13 of the angular transmission member 5 is used for the steering shaft 6 is matched with the magnetic inductive sensor 2, and the lower tube section 8 is used to form the lower notch 11 (see FIG. 5), and the lower notch 11 is mainly used for dialing the steering return fork 23 of the combination switch 3 described below. To realize the steering return function of the combination switch 3. As is apparent from Fig. 7, the outer diameter of the upper pipe section 13 of the corner transmission member 5 is significantly smaller than the outer diameter of the lower pipe section 8, mainly because the lower pipe section 8 needs to be in position with the steering return fork 23 of the combination switch 3. adapt.

A radial positioning mechanism 7 and a first axial positioning mechanism that cooperate with the steering shaft 6 are formed on the inner circumferential surface of the upper pipe section 13 of the corner transmission member 5. Wherein, the radial positioning mechanism 7 can have various forms, for example, the radial positioning mechanism 7 can be a convex portion or the like that is in contact with the outer circumferential surface of the steering shaft 6, and preferably, as shown in FIGS. 7 to 10, the radial positioning The mechanism 7 is three ribs which are arranged at equal intervals on the inner circumferential surface of the upper pipe section 13 of the corner transmission member 5 and which extend in parallel with each other in the axial direction of the corner transmission member 5. When the corner transmission member 5 is mounted on the steering shaft 6, the three ribs are in contact with the outer peripheral surface of the steering shaft 6 to form a three-point positioning (forming a moderate interference fit), thereby ensuring that the corner transmission member 5 is realized relative to the steering shaft 6 The radial positioning ensures the coaxiality of the angular transmission member 5 with the rotation of the steering shaft 6 and the steering wheel 15. The first axial positioning mechanism is two first jaws 9 (of course the number of the first jaws 9 can vary depending on the installation, but at least one first jaw 9), in the upper tube section 13 of the angular transmission member 5 The inner peripheral surface is oppositely disposed with two first slots 28 extending in the axial direction, and the first slot 28 extends downward from the upper end of the corner transmission member 5 to a portion of the length of the upper tube section 13, that is, the upper tube section 13 a first slot 28 extending axially downward from the upper end of the upper tube section 13 is formed on the inner peripheral surface, and the axial length of the first slot 28 is smaller than the length of the upper tube section 13 at each first A first claw 9 is disposed in the slot. As shown in FIG. 10, the first claw 9 includes a holding portion 27 and a connecting portion 26, wherein the lower end of the connecting portion 26 is fixed at the bottom of the first slot 28, thereby Forming a cantilever form and having a certain flexibility, this flexibility is important for ensuring smooth installation of the corner transmission member 5, specifically, in the process of mounting the corner transmission member 5 on the steering shaft 6, the steering shaft 6 Squeezing the first jaw 9 such that the first jaw 9 faces the first slot 28 Sidewall flex, so as to ensure the angle drive can be smoothly fitted onto the steering member 5 The mounting position on the shaft 6, when the corner transmission member 5 is mounted to the desired position on the steering shaft 6, the engaging portion 27 of the first claw 9 is elastically rebounded and caught on the groove on the outer circumferential surface of the steering shaft 6. 24 (see Fig. 13), thereby achieving axial positioning of the corner transmission member 5 with respect to the steering shaft 6, so that the corner transmission member 5 cannot be displaced in the axial direction with respect to the steering shaft 6.

The following is a description of the engagement of the magnetic inductive sensor 2 and the corner transmission member with reference to FIGS. 11 to 15 . As described above, the magnetic inductive sensor 2 is a magnetic induction principle for recording a signal indicating the steering angle of the steering wheel, and transmits the measured rotation angle value to The ECU of the automotive electronic stability system is such that the ECU determines the current state of motion of the vehicle and the driver's driving intention through the corner value, the corner rate, and the steering direction. The magnetic inductive sensor 2 generally includes a housing, an internal magnet, a data line, and an inner bushing that can be rotated to cut magnetic lines of force.

As shown in Fig. 11, the magnetic inductive sensor 2 is mounted on the outer peripheral surface of the upper tube section 13 of the corner transmission member 5 via its inner bushing 21, the inner bushing 21 of the magnetic inductive sensor 2 and the upper tube section 13 of the angular transmission member 5. The outer peripheral surface has a corresponding mating structure to realize the positioning of the magnetic inductive sensor 2 with respect to the corner transmission member 5, and enables the corner transmission member 5 to drive the inner bushing 21 of the magnetic inductive sensor to rotate, the inner bushing 21 or the The other member further driven by the inner bushing 21 cuts the magnetic lines of force generated by the internal magnet of the magnetic inductive sensor 2, thereby forming a signal representing the steering wheel angle, the steering direction, and the like, and transmitting the generated signal to the ECU of the automotive electronic stability system through the data line. .

As shown in FIG. 12, the outer peripheral surface of the corner transmission member 5 is provided with a second axial positioning mechanism and a transmission groove 19. Wherein, the second axial positioning mechanism is similar to the first axial positioning mechanism on the inner circumferential surface of the corner transmission member 5, and the second axial positioning mechanism is four second claws 12 (of course, the second claw 12 The number may vary depending on the installation, but at least one second claw 12) is provided on the outer peripheral surface of the upper pipe section 13 of the corner transmission member 5 with four second extending in the axial direction at equal intervals. a slot 31, the second slot 31 extends downward from the upper end of the corner transmission member 5 to a portion of the length of the upper tube section 13, that is, the outer peripheral surface of the upper tube section 13 is formed to extend axially downward from the upper end of the upper tube section 13. a second slot 31, the second slot 31 has an axial extension length smaller than the length of the upper tube segment 13, and a second claw 12 is disposed in each of the second slots 31, as shown in FIG. The second claw 12 includes a holding portion 30 and a connecting portion 29, wherein the lower end of the connecting portion 29 is fixed to the bottom of the second slot 31, thereby forming a cantilever form and having a certain flexibility, which ensures magnetic induction The smooth installation of the sensor 2 is very important, specifically, In the process of mounting the magnetic inductive sensor 2 on the corner transmission member 5, the inner peripheral surface of the inner bushing 21 of the magnetic inductive sensor 2 presses the second claw 12 such that the second claw 12 faces the second slot 31. The side wall is deflected to ensure that the corner transmission member 5 can be smoothly fitted to the mounting position of the corner transmission member 5 when the inner bushing 21 of the magnetic induction sensor 2 is mounted to the outer circumference of the upper tube portion 13 of the corner transmission member 5. On the face, as shown in FIG. 11, the holding portions 27 of the second claws 12 are respectively engaged with the upper ends of the inner bushes 21 of the magnetic induction sensor 2 by elastic rebound. However, if you only rely on the corner The four second claws 12 on the transmission member 5 can only prevent the magnetic induction sensor 2 from tilting upward in the axial direction on the outer circumferential surface of the corner transmission member 5, and therefore, as shown in Figs. 11 and 14, the magnetic induction The third axial positioning mechanism is further disposed at a position opposite to the upper end of the inner bushing 21 of the sensor 2, and preferably, the third axial positioning mechanism is similar to the second axial positioning mechanism of the corner transmission member 5, In the form of a three-claw 22, the third claw 22 includes a connecting portion and a holding portion, and the connecting portion of the third claw 22 is fixed to the upper end of the inner bushing 21 when the inner bushing 21 of the magnetic inductive sensor 2 is mounted. On the outer peripheral surface of the upper pipe section 13 of the corner transmission member 5, as shown in Fig. 11, the two third claws 22 on the inner bushing 21 are respectively caught on the upper end surface of the upper pipe section 13 of the corner transmission member 5. On the perimeter. Therefore, the second claw 12 of the corner transmission member 5 and the third claw 22 of the magnetic induction sensor can ensure that the magnetic induction sensor does not move upward or downward in the axial direction of the corner transmission member 5. In addition, since the third axial positioning mechanism does not need to be elastically deformed to ensure installation, various known positioning forms can be employed, for example, an opening card stuck on the outer peripheral surface of the corner transmission member 5 at the lower end of the inner bushing 21 is used. Ring and so on.

It should be noted that the axial positioning of the first claw 9 and the second claw 12 is only a preferred installation form, and other installation forms may be adopted in the technical suggestion of the embodiment of the present invention. For example, the first claw 9 and the second claw 12 are replaced by a retractable pin having a spring or an elastic card or the like, although these alternative methods are inferior to the axial positioning in the form of a claw in terms of member strength, ease of installation, and the like. The mechanism, but basically also ensures that it does not affect the installation of the steering wheel angle sensor device, but also achieves accurate axial positioning. From this, it is understood that the technical points of the first axial positioning mechanism and the second axial positioning mechanism are that they are elastically deformable or deflectable in the radial direction of the corner transmission member 5 (or the upper tube portion 13). Further, in the case of employing the above-described axial positioning using the first claw 9 and the second claw 12, since it is necessary to form the first slot for mounting the claw on the inner and outer peripheral faces of the corner transmission member 5 28 and the second slot 31, in order to prevent the inner and outer slots 28, 31 from excessively reducing the wall thickness of the corner transmission member 5 and weakening the strength thereof, the first claw 9 and the outer peripheral surface on the inner circumferential surface of the corner transmission member 5 The upper second claws 12 are preferably staggered in the circumferential direction of the corner transmission member 5, such that the first slot 28 for the first jaw 9 and the second slot 31 for mounting the second jaw 12 The inner and outer peripheral faces of the corner transmission member 5 can be staggered to avoid excessively reducing the strength of the corner transmission member 5. The first claw 9, the second claw 12 and the corresponding first slot 28 and the second slot 31 can be formed by a process such as cutting, cutting, arc machining, etc., such that the first claw 9 and the second claw The lower ends of the connecting portions 26, 30 of the 12 are integrally formed with the bottom of the corresponding slot, which can improve the strength and toughness of the first jaw 9 and the second jaw 12 in the event of elastic deflection.

In order to enable the corner transmission member 5 to rotate the inner bushing 21 of the magnetic inductive sensor 2, as shown in FIGS. 11 and 15, the outer peripheral surface of the corner transmission member 5 and the inner peripheral surface of the inner bushing 21 are also formed with circumferential locking. The transmission mechanism, for example, the outer peripheral surface of the corner transmission member 5 is formed with a transmission groove 19 extending in the axial direction, and the inner circumferential surface of the inner bushing 21 of the magnetic induction sensor 2 is formed to cooperate with the transmission groove 19. Drive boss 20, when the inner bushing 21 of the magnetic inductive sensor 2 When mounted on the outer peripheral surface of the upper pipe section 13 of the corner transmission member 5, as shown in Fig. 15, the transmission boss 20 is inserted into the transmission groove 19, thereby passing through the transmission groove 19 when the corner transmission member 5 is rotated. In cooperation with the drive boss 20, the corner drive member 5 can drive the inner bushing 21 of the magnetic inductive sensor 2 to rotate, thereby accurately transmitting the rotation of the steering wheel 15 to the magnetic inductive sensor 2.

More preferably, as shown in FIGS. 16 to 18, the corner transmission member 5 further includes a lower pipe section 8 on which two lower notches 11 of different sizes are formed, and the lower notch 11 is mainly used for dialing The combination switch 3 is turned to the return fork 23 to realize the steering return function of the combination switch 3. This function is generally implemented in the prior art by the lower end slot of the clock spring mechanism 1. Since the steering wheel angle sensor device of the embodiment of the present invention is mounted between the clock spring mechanism 1 and the combination switch 3 in the embodiment of the present invention, The lower pipe section 8 of the corner transmission member 5 is provided with a lower slot 11 . When the car turns, the driver needs to turn on the turn signal. After the whole vehicle turns, the direction starts to return, and then passes through the lower section of the lower section of the corner transmission component 5. The notch 11 toggles the steering return fork 23 of the combination switch to implement the steering return function of the combination switch.

The combination switch 3 is mainly used for controlling the steering lights, fog lamps, headlights and the like required for the automobile, and is generally assembled on the outer column tube 18 of the steering column 4, and the assembly form can be according to the combination switch 3. Depending on the structure, FIG. 17 is merely illustrative of one of the mounting forms in which the combination switch 3 is mounted on the outer column tube 18 of the steering column 4 mainly by mounting the card edge 25.

The operation of the steering wheel angle sensor device of the embodiment of the present invention will be described below.

When the driver manipulates the car to turn, the steering wheel 15 drives the clock spring mechanism 1 to rotate, and the clock spring mechanism 1 drives the corner transmission member 5 to rotate synchronously through the lower engaging projections 14. The inner peripheral surface of the corner transmission member 5 is provided with a radial positioning mechanism 7 and a first claw 9 to ensure radial positioning and axial positioning with the steering shaft 6, and to ensure coaxiality and synchronization with the rotation of the steering shaft 6. Sex. The outer peripheral surface of the corner transmission member 5 is provided with a circumferential locking transmission mechanism (ie, the above-described transmission recess 19 and the transmission boss 20), and is provided with a second claw 12, wherein the transmission recess 19 and the magnetic inductive sensor 2 are provided. The cooperation of the upper transmission boss 20 realizes the circumferential positioning and the angular transmission, and the axial positioning of the magnetic inductive sensor 2 is realized by the second claw 12, thereby driving the inner bushing 21 of the magnetic inductive sensor 2 to rotate by the corner transmission member 5. A corner signal is generated by cutting magnetic lines of force formed by internal magnets of the inductive sensor 2.

Further, an automotive electronic stability system according to an embodiment of the present invention includes the above-described steering wheel angle sensor device.

As can be seen from the above description, the steering wheel angle sensor device for ESP according to the embodiment of the present invention employs a more reliable magnetic inductive sensor 2, and the installation and precision of the magnetic inductive sensor 2 are realized in a limited installation space below the steering wheel 15. Positioning, and reliably transmitting the rotation of the steering wheel 15 to the magnetic inductive sensor 2 to form a corner signal. Therefore, the steering wheel angle sensor device of the embodiment of the present invention not only works stably and reliably, is not easily damaged, and has a simple structure. It is only necessary to add a corner transmission component 5, and partially modify the clock spring mechanism 1 and the steering shaft 6 to complete the magnetic induction. The assembly of the angle sensor 2 is low in cost, making it easy to implement the industry And product platform management.

The present invention may be embodied in various other embodiments, and various modifications may be made by those skilled in the art according to the embodiments of the present invention without departing from the spirit and scope of the embodiments of the present invention. The scope of protection of the claims appended to the embodiments of the invention.

Claims

Claim

A steering wheel angle sensor device for an automotive electronic stability system, the steering wheel angle sensor device being mounted on a steering shaft (6) coupled to a steering wheel (15) and located at a combination switch (3) and fixed to the steering wheel (15) Between the lower clock spring mechanism (1), the steering wheel angle sensor device comprises a magnetic induction sensor (2) and a corner transmission component (5), wherein the upper pipe section (13) of the corner transmission component (5) A matching transmission structure is formed between the upper end and the lower end of the clock spring mechanism (1), and the inner circumferential surface of the upper pipe section (13) is provided with radial positioning relative to the steering shaft (6). a mechanism (7) and a first axial positioning mechanism capable of being elastically deformed in a radial direction of the upper pipe section (13), the outer circumferential surface of the upper pipe section (13) being provided with a radial direction along the upper pipe section (13) a second axial positioning mechanism that is elastically deformed, a third axial positioning mechanism is disposed on the inner bushing (21) of the magnetic inductive sensor (2), and the upper pipe section (13) is The inner circumferential surface of the inner circumferential surface of the liner (21) is further provided with a locking cooperating gear circumferential direction.

2. The steering wheel angle sensor device according to claim 1, wherein the first axial positioning mechanism comprises a first claw (9), the first claw (9) comprising a connecting portion (26) and a latch a portion (27), an inner circumferential surface of the upper pipe section (13) is formed with a first slot (28) extending axially downward from an upper end of the upper pipe section (13), the first slot (28) The axial extension length is smaller than the length of the upper pipe section (13), and the lower end of the connecting portion (26) of the first claw (9) is fixed at the bottom of the first slot (28) such that the first A claw (9) forms an elastic cantilever, and a catching portion (27) of the first claw (9) is caught in a positioning groove (24) on the outer circumferential surface of the steering shaft (6).

The steering wheel angle sensor device according to claim 2, wherein the first axial positioning mechanism includes two first claws (9) disposed opposite each other.

4. The steering wheel angle sensor device according to claim 1, wherein the second axial positioning mechanism comprises a second claw (12), the second claw (12) comprising a connecting portion (29) and a latch a portion (30), an outer circumferential surface of the upper pipe segment (13) is formed with a second slot (31) extending axially downward from an upper end of the upper pipe segment (13), the second slot (31) The axial extension length is smaller than the length of the upper pipe section (13), and the lower end of the connecting portion (29) of the second claw (12) is fixed at the bottom of the second slot (31) such that the second The claw (12) forms an elastic cantilever, and the holding portion (30) of the second claw (12) is caught at the upper end of the inner bush (21) of the magnetic inductive sensor (2).

The steering wheel angle sensor device according to claim 4, wherein the second axial positioning mechanism includes four of the second claws (12) arranged at equal intervals.

6. The steering wheel angle sensor device according to claim 1, wherein the third axial positioning mechanism includes a third claw (22), the third claw (22) including a connecting portion and a holding portion, A lower end of the connecting portion of the third claw (22) is fixed to an upper end of the inner bush (21), and a catching portion of the third claw (22) is caught at an upper end of the upper pipe section (13).

The steering wheel angle sensor device according to claim 6, wherein the third axial positioning mechanism includes two of the third claws (22) disposed opposite each other.

8. The steering wheel angle sensor device according to claim 1, wherein a transmission structure between the corner transmission member (5) and the clock spring mechanism (1) includes an upper end formed on the upper pipe section (13) An upper notch (10) and a mating boss (14) formed at a lower end of the clock spring mechanism (1).

9. The steering wheel angle sensor device according to claim 1, wherein the circumferential lock transmission mechanism includes a transmission groove (19) formed on an outer circumferential surface of the upper pipe section (13) and formed in the inner bushing (21) A drive boss (20) on the inner peripheral surface, the drive boss (20) being inserted into the drive recess (19).

The steering wheel angle sensor device according to claim 1, wherein the radial positioning mechanism (7) is three axially extending three-dimensionally formed on an inner circumferential surface of the upper pipe section (13) at equal intervals A rib that is in contact with an outer peripheral surface of the steering shaft (6).

11. The steering wheel angle sensor device according to claim 1, wherein the corner transmission member (5) further comprises a lower pipe section (8), and the lower pipe section (8) is formed with two for dialing the combination The switch (3) turns to the lower notch (11) of the return fork (23).

12. An automotive electronic stability system comprising a steering wheel angle sensor device connected to a central control unit via a signal line, wherein the steering wheel angle sensor device is a steering wheel according to any one of claims 1 to Angle sensor device.