阅读说明：本技术 一种时钟弹簧、转向系统以及电动车辆 (Clock spring, steering system and electric vehicle ) 是由 张立荣 梁鹏 赵凤召 于 2021-06-15 设计创作，主要内容包括：本发明公开了一种时钟弹簧、转向系统以及电动车辆。该时钟弹簧包括：转子和定子；转子,用于固定设置于驱动转轴上,包括转子壳体、触头组件和第一无线通信模块,转子壳体上开设有第一容纳空间,第一无线通信模块安装于第一容纳空间中；定子,用于固定设置于转向驱动模块上,包括定子壳体、环形电阻和第二无线通信模块,定子壳体上开设有第二容纳空间,第二无线通信模块安装于第二容纳空间中；第一无线通信模块与第二无线通信模块无线通信连接；随着转向臂的转动,导电触头能够在环形电阻上滑动；开口的一端与导电触头之间的电阻用于转向臂转角的确定。本发明提供的时钟弹簧避免了线束缠绕,同时具有车轮转角测量功能。(The invention discloses a clock spring, a steering system and an electric vehicle. The clock spring includes: a rotor and a stator; the rotor is fixedly arranged on the driving rotating shaft and comprises a rotor shell, a contact assembly and a first wireless communication module, wherein the rotor shell is provided with a first accommodating space, and the first wireless communication module is arranged in the first accommodating space; the stator is fixedly arranged on the steering driving module and comprises a stator shell, an annular resistor and a second wireless communication module, a second accommodating space is formed in the stator shell, and the second wireless communication module is arranged in the second accommodating space; the first wireless communication module is in wireless communication connection with the second wireless communication module; the conductive contact can slide on the annular resistor along with the rotation of the steering arm; the resistance between one end of the opening and the conductive contact is used for determining the steering angle of the steering arm. The clock spring provided by the invention avoids winding of a wire harness and has a wheel rotation angle measuring function.)

1. A clock spring for an electric automobile hub steering driving system is characterized in that,

electric automobile wheel hub turns to actuating system includes: the steering driving module, the steering arm and the driving rotating shaft are connected with the steering arm;

the clock spring includes: a rotor and a stator;

the rotor is fixedly arranged on the driving rotating shaft and comprises a rotor shell and a first wireless communication module, a first accommodating space is formed in the rotor shell, and the first wireless communication module is arranged in the first accommodating space;

the stator is fixedly arranged on the steering driving module and comprises a stator shell and a second wireless communication module, a second accommodating space is formed in the stator shell, and the second wireless communication module is arranged in the second accommodating space; the first wireless communication module is in wireless communication connection with the second wireless communication module;

the rotor further comprises an annular resistor, the stator further comprises a contact assembly, or the stator further comprises an annular resistor, and the rotor further comprises a contact assembly; the annular resistor has an opening, and the contact assembly comprises a conductive contact;

the conductive contact can slide on the annular resistor along with the rotation of the steering arm and is always in contact with the annular resistor; the resistance between one end of the opening and the conductive contact is used for determining the steering arm angle.

2. The clock spring for the hub steering drive system of the electric automobile according to claim 1, wherein,

the clock spring also comprises a rotation angle measuring circuit;

and the rotation angle measuring circuit is used for calculating the steering angle of the steering arm according to the resistance between one end of the opening and the conductive contact, and recording the steering angle as a first steering angle.

3. The clock spring for the hub steering drive system of the electric automobile according to claim 2, further comprising: a slip ring and an electric brush; the brush is always in contact with the slip ring; wherein:

the slip ring and the annular resistor are concentric and are fixed on the stator shell or the rotor shell together;

the electric brush and the conductive contact are fixed on the rotor shell or the stator shell together;

the brush can slide on the slip ring along with the rotation of the steering arm;

one end of the rotation angle measuring circuit is connected with the conductive contact, the other end of the rotation angle measuring circuit is connected with the electric brush, and the slip ring is electrically connected with one end of the opening; or one end of the rotation angle measuring circuit is connected with the slip ring, the other end of the rotation angle measuring circuit is connected with one end of the opening, and the conductive contact is electrically connected with the electric brush.

4. The clock spring for the electric automobile hub steering driving system according to claim 1, wherein the annular resistor comprises a plurality of segments, and the resistance of the segments corresponding to the same central angle gradually decreases from one end of the opening to the other end of the opening.

5. The clock spring for the electric automobile hub steering driving system according to claim 1, wherein the annular resistor comprises segments with different resistance values.

6. The clock spring for the electric automobile hub steering driving system according to claim 4, wherein the sections with different resistances have different resistivities, or the sections with different resistances have different areas of longitudinal sections;

the longitudinal section of any segment is: the end face of any one of the segments is cut by a target plane, and the target plane is a plane passing through the axis of the driving rotating shaft and the center point of any one of the segments.

7. The clock spring for the electric automobile hub steering driving system according to claim 2, wherein the annular resistor comprises segments with different resistance values, and the segments with different resistance values have different thicknesses.

8. The clock spring for the electric automobile hub steering driving system according to claim 7, wherein the contact assembly further comprises an elastic element and a pressure sensor, the elastic element is connected with one end of the conductive contact, and the conductive contact is kept in contact with the annular resistor under the pressure of the elastic element; the pressure sensor is arranged between the elastic element and the conductive contact;

the clock spring further comprises: and the processor is electrically connected with the pressure sensor and used for calculating a second steering angle of the steering arm according to the pressure measurement value of the pressure sensor and carrying out fusion processing on the first steering angle and the second steering angle so as to determine the final steering angle of the steering arm.

9. A steering system, comprising: steering arm, drive shaft, steering drive module and clock spring according to any of claims 1-8.

10. An electric vehicle, characterized by comprising: the clock spring as claimed in any one of claims 1 to 8, or the steering system as claimed in claim 9.

Technical Field

The invention relates to the field of electric vehicles, in particular to a clock spring for an electric vehicle hub steering driving system, a steering system comprising the clock spring and an electric vehicle.

Background

The electric automobile hub steering driving system is used for driving automobile wheels to steer and comprises a steering driving module, a steering arm and a driving rotating shaft connected with the steering arm. A sensor may be disposed on a hub of a wheel of an automobile, and sensing information collected by the sensor, such as steering angle information of the wheel, is generally transmitted to a control center (ECU) of the automobile through a wire harness or the like.

In order to realize pivot steering of the vehicle in a narrow space, 360-degree free steering of the wheels is required. In the process of realizing 360-degree free steering of the wheels, the wire harness is wound around the steering shaft of the steering arm, and in severe cases, the wire harness can be broken, so that information transmission is affected.

Disclosure of Invention

The invention aims to provide a clock spring for an electric automobile hub steering driving system, a steering system comprising the clock spring and an electric vehicle, so as to avoid winding of a wire harness.

In order to achieve the purpose, the invention provides the following scheme:

a clock spring for the hub steering drive system of electric vehicle,

electric automobile wheel hub turns to actuating system includes: the steering driving module, the steering arm and the driving rotating shaft are connected with the steering arm;

the clock spring includes: a rotor and a stator;

the rotor is fixedly arranged on the driving rotating shaft and comprises a rotor shell and a first wireless communication module, a first accommodating space is formed in the rotor shell, and the first wireless communication module is arranged in the first accommodating space;

the stator is fixedly arranged on the steering driving module and comprises a stator shell and a second wireless communication module, a second accommodating space is formed in the stator shell, and the second wireless communication module is arranged in the second accommodating space; the first wireless communication module is in wireless communication connection with the second wireless communication module;

the rotor further comprises an annular resistor, the stator further comprises a contact assembly, or the stator further comprises an annular resistor, and the rotor further comprises a contact assembly; the annular resistor has an opening, and the contact assembly comprises a conductive contact;

the conductive contact can slide on the annular resistor along with the rotation of the steering arm and is always in contact with the annular resistor; the resistance between one end of the opening and the conductive contact is used for determining the steering arm angle.

Alternatively to this, the first and second parts may,

the clock spring also comprises a rotation angle measuring circuit;

and the rotation angle measuring circuit is used for calculating the steering angle of the steering arm according to the resistance between one end of the opening and the conductive contact, and recording the steering angle as a first steering angle.

Optionally, the method further includes: a slip ring and an electric brush; the brush is always in contact with the slip ring; wherein:

the slip ring and the annular resistor are concentric and are fixed on the stator shell or the rotor shell together;

the electric brush and the conductive contact are fixed on the rotor shell or the stator shell together;

the brush can slide on the slip ring along with the rotation of the steering arm;

one end of the rotation angle measuring circuit is connected with the conductive contact, the other end of the rotation angle measuring circuit is connected with the electric brush, and the slip ring is electrically connected with one end of the opening; or one end of the rotation angle measuring circuit is connected with the slip ring, the other end of the rotation angle measuring circuit is connected with one end of the opening, and the conductive contact is electrically connected with the electric brush.

Optionally, the annular resistor includes a plurality of segments, and from one end of the opening to the other end of the opening, the resistance values of the segments corresponding to the same central angle gradually decrease.

Optionally, the annular resistor includes segments with different resistance values.

Optionally, the sections with different resistances have different resistivities, or the sections with different resistances have different areas of the longitudinal sections;

the longitudinal section of any segment is: the end face of any one of the segments is cut by a target plane, and the target plane is a plane passing through the axis of the driving rotating shaft and the center point of any one of the segments.

Optionally, the annular resistor includes segments with different resistance values, and the segments with different resistance values have different thicknesses.

Optionally, the contact assembly further comprises an elastic element and a pressure sensor, the elastic element is connected with one end of the conductive contact, and the conductive contact is kept in contact with the annular resistor under the pressure of the elastic element; the pressure sensor is arranged between the elastic element and the conductive contact;

the clock spring further comprises: and the processor is electrically connected with the pressure sensor and used for calculating a second steering angle of the steering arm according to the pressure measurement value of the pressure sensor and carrying out fusion processing on the first steering angle and the second steering angle so as to determine the final steering angle of the steering arm.

An embodiment of the present invention further provides a steering system, including: the clock spring comprises a steering arm, a driving rotating shaft, a steering driving module and a clock spring provided by the embodiment of the invention.

An embodiment of the present invention further provides an electric vehicle, including: the clock spring provided by the embodiment of the invention or the steering system provided by the embodiment of the invention.

According to the specific embodiment provided by the invention, the following technical effects are disclosed: the clock spring for the electric automobile hub steering driving system comprises a rotor and a stator, wherein a first wireless communication module and a second wireless communication module are respectively arranged on the rotor and the stator. In operation, the stator may be mounted on the steering arm drive shaft and the rotor may be mounted on the steering drive module. The rotor transmits the sensing information on the hub to the second wireless communication module of the stator through the first wireless communication module, and the second wireless communication module transmits the sensing information to the ECU. Namely, the embodiment of the invention adopts a wireless transmission mode to transmit information between the stator and the rotor, and because no wire harness is arranged between the stator and the rotor, the winding of the wire harness is avoided.

In addition, the rotor and the stator are respectively provided with the conductive contact and the annular resistor with the opening, the conductive contact slides along the annular resistor in the steering process of the steering arm, the resistance value between the conductive contact and one end of the annular resistor changes, namely the resistance value changes along with the steering angle of the steering arm, and therefore the change of the resistance value can be subsequently used for determining the steering angle of the steering arm, and the clock spring can be used for measuring the steering angle while realizing the wireless transmission of the wheel hub sensing information.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.

FIG. 1 is an assembly view of a clock spring in an embodiment of the present invention;

FIG. 2 is a top view of a rotor of a clock spring in an embodiment of the present invention;

FIG. 3 is a bottom view of a stator of the clock spring in an embodiment of the present invention;

FIG. 4 is a diagram illustrating the shape of a ring resistor according to an embodiment of the present invention;

FIG. 5 is a diagram illustrating the width and thickness of a ring resistor according to an embodiment of the present invention;

FIG. 6 is a diagram illustrating another shape of a ring resistor according to an embodiment of the present invention.

1. Frame, 2, steering drive module, 3, stator, 4, steering arm, 5, wheel, 6, rotor, 7, drive pivot, 31, annular resistance, 32, stator casing, 33, second wireless communication module, 34, second accommodation space, 35, open end, 36, sliding ring, 61, conductive contact, 62, elastic element, 63, brush, 64, first wireless communication module, 65, first accommodation space, 66, rotor casing.

Detailed Description

In the embodiments of the present application, terms such as "first" and "second" are used to distinguish the same or similar items having substantially the same function and action. For example, the first wireless communication module and the second wireless communication module are only used for distinguishing different wireless communication modules, and the sequence order thereof is not limited. Those skilled in the art will appreciate that the words "first," "second," and the like do not limit the number or order of execution.

It is noted that, in the present application, words such as "exemplary" or "for example" are used to mean exemplary, illustrative, or descriptive. Any embodiment or design described herein as "exemplary" or "e.g.," is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, use of the word "exemplary" or "such as" is intended to present concepts related in a concrete fashion.

In the embodiment of the present invention, "and/or" is used to describe an association relationship of an associated object, and indicates that three relationships may exist, for example, a and/or B may indicate: a is present alone, both A and B are present, and B is present alone. Wherein A and B may be single or multiple. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship.

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The invention aims to provide a clock spring for an electric automobile hub steering driving system, a steering system comprising the clock spring and an electric vehicle, so as to avoid winding of a wire harness.

The embodiment provides a clock spring for an electric automobile hub steering driving system, a steering system comprising the clock spring and an electric vehicle comprising the clock spring or the steering system.

Above-mentioned electric automobile wheel hub steering drive system includes: the steering driving module 2, the steering arm 4 and the driving rotating shaft 7 connected with the steering arm 4. Referring to fig. 1, the steering driving module 2 is fixed on the frame 1, the steering driving module 2 includes a mechanism for driving the steering arm 4 to rotate, such as a steering motor and a transmission mechanism between the steering motor and the steering arm, the transmission mechanism may include a speed reducing mechanism, and the like, the steering motor may output a corresponding steering angle according to a steering angle or torque of the steering wheel, and transmit the steering angle to the driving spindle 7 through the transmission mechanism, and the driving spindle 7 is fixedly connected to the steering arm 4 as shown in fig. 1, and the driving spindle 7 drives the steering arm 4 to rotate, so as to drive the steering arm 4 to steer. The steering motor, the transmission mechanism and the housing thereof together form the steering drive module 2.

The clock spring is applied to the electric automobile hub steering driving system, and can avoid winding of a wire harness.

The clock spring described above exemplarily includes: a rotor 6 and a stator 3. The rotor 6 is fixedly arranged on the driving rotating shaft 7 and rotates along with the rotation of the driving rotating shaft 7, the stator 3 is fixedly arranged on the steering driving module 2, and the steering driving module 2 is fixed relative to the frame. An assembled schematic view of the rotor 6 and stator 3 is shown in figure 1.

In one example, referring to fig. 2, the rotor 6 includes a rotor housing 66, a first wireless communication module 64, and a contact assembly.

The contact assembly is fixed to the rotor housing 66, and the contact assembly at least includes a conductive contact 61.

The rotor housing 66 is provided with a first accommodating space 65, and the first wireless communication module 64 is installed in the first accommodating space 65.

Referring to fig. 3, the stator 3 includes a stator housing 32, a second wireless communication module 33, and a ring-shaped resistor 31 having an opening.

The annular resistor 31 is fixed on the stator housing 32, a second accommodating space 34 is formed in the stator housing 32, and the second wireless communication module 33 is installed in the second accommodating space 34.

The first wireless communication module 64 is communicatively connected to the second wireless communication module 33.

The first wireless communication module 64 and the second wireless communication module 33 can be connected in a communication manner by bluetooth, purple butterfly, and the like. At least the uploading of sensory information may be accomplished through communication. In addition, in other embodiments of the present invention, the control information of the ECU can also be issued. The first wireless communication module 64 is configured to obtain the sensing information of the sensor on the hub and send the sensing information to the second wireless communication module 33. The second wireless communication module 33 is used for transmitting the sensing information to the corresponding ECU.

Specifically, the second wireless communication module 33 may be connected with a sensor (e.g., a sensor on a hub) disposed on the rotor side to acquire corresponding sensing information and wirelessly transmit the sensing information to the first wireless communication module 64.

The first wireless communication module 64 can access the entire vehicle network, so that the acquired sensing information can be transmitted to the corresponding ECU.

If the control information of the ECU is realized, the first wireless communication module 64 may be designed to acquire the control information of the ECU through the entire vehicle network and forward the control information to the first wireless communication module 64, and the first wireless communication module 64 sends the control information to the corresponding sensor or other devices connected thereto.

After the stator 3 and the rotor 6 are assembled to the electric automobile hub steering driving system, the conductive contact 61 can slide on the annular resistor 31 along with the rotation of the steering arm 4, so that the resistance (referred to as resistance for short) between the open end 35 of the annular resistor 31 and the conductive contact 61 changes along with the rotation of the steering arm 4, that is, the resistance changes along with the change of the steering angle of the steering arm 4, and then the rotation angle (first steering angle) of the steering arm 4 can be determined according to the changed resistance.

In another example, the ring resistor 31 is fixedly disposed on the rotor housing 66, and the contact assembly is fixedly disposed on the stator housing 32, and other operation principles are the same as the previous example. That is, when the ring resistor 31 is fixed to the stator housing 32, the contact assembly is fixed to the rotor housing 66, and when the ring resistor 31 is fixed to the rotor housing 66, the contact assembly is fixed to the stator housing 32.

In other embodiments of the present invention, in order to calculate the steering angle of the steering arm 4, the clock spring in all the above embodiments may further include a rotation angle measuring circuit, which may calculate the steering angle (first steering angle) of the steering arm 4 according to the resistance between the open end 35 of the loop resistor 31 and the conductive contact 61.

The calculation of the steering angle of the steering arm 4 can be implemented in various ways.

For example: the open end 35 of the ring-shaped resistor 31 and the conductive contact 61 are connected to a rotation angle measuring circuit, which applies a predetermined voltage between the open end 35 of the ring-shaped resistor 31 and the conductive contact 61 to form a loop, and a current flows through the loop.

The magnitude of the current value in the loop varies depending on the magnitude of the resistance between the open end 35 of the loop resistor 31 and the conductive contact 61.

The rotation angle measuring circuit may measure a current value in the circuit, calculate and derive a magnitude of a resistance (i.e., a resistance between the open end 35 of the loop resistor 31 and the conductive contact 61, which may also be referred to as an access resistance) accessed into the circuit based on the current value, and further determine a rotation angle (first steering angle) of the steering arm 4 based on the access resistance derived from the calculation.

The first corresponding relationship between the access resistance (i.e. the resistance between the open end 35 of the annular resistor 31 and the conductive contact 61) and the rotation angle of the steering arm 4 can be calibrated in advance, and after a specific access resistance value is calculated and derived, the rotation angle (first steering angle) of the steering arm 4 can be directly determined through the calibrated first corresponding relationship.

Of course, the second corresponding relationship between the current value and the steering angle of the steering arm may be calibrated in advance, and after the specific current value is obtained through measurement, the steering angle of the steering arm 4 may be determined through the calibrated second corresponding relationship.

For another example, the rotation angle measuring circuit may also directly measure the resistance between the open end 35 of the annular resistor 31 and the conductive contact 61 by using a resistance measuring instrument, and determine the rotation angle of the steering arm 4 according to the measured resistance. In this way, the third corresponding relationship between the resistance between the open end 35 of the annular resistor 31 and the conductive contact 61 and the rotation angle of the steering arm 4 can be calibrated in advance, and after a specific resistance value is obtained, the rotation angle of the steering arm 4 can be determined through the calibrated third corresponding relationship.

The first, second and third corresponding relations may be in the form of a calibration table, or in the form of functions, curves, etc., and are not described herein again.

The following describes how the circuit is constructed.

Since the open end 35 of the annular resistor 31 and the conductive contact 61 need to be connected to the rotation angle measuring circuit, and the annular resistor 31 and the conductive contact 61 can move relatively, in order to avoid the problem of winding the wire harness in the loop after the open end 35 of the annular resistor 31 and the conductive contact 61 are connected to the rotation angle measuring circuit to form the loop, in other embodiments of the present invention, referring to fig. 2 and 3, the clock springs in all the embodiments further include: slip rings 36 and brushes 63; the brush 63 and the slip ring 36 are always in contact with each other.

Wherein: the slip ring 36 is concentric with the annular resistor 31 and is fixed together with the stator housing 32 or the rotor housing 66. The brush 63 is fixed to the rotor housing 66 or the stator housing 32 together with the conductive contact 61. As the steering arm 4 rotates, the brush 63 can slide on the slip ring 36.

In order to form a loop, one end of the rotation angle measuring circuit is connected with the conductive contact 61, the other end of the rotation angle measuring circuit is connected with the brush 63, and the slip ring 36 is electrically connected with the opening end 35; or one end of the rotation angle measuring circuit is connected with the slip ring 36, the other end of the rotation angle measuring circuit is connected with the opening end 35, and the conductive contact 61 is electrically connected with the brush 63.

Since the annular resistor 31 and the slip ring 36 are always relatively stationary, and the brush 63 and the conductive contact 61 are always relatively stationary, no wire harness is wound.

Referring to fig. 4, as the steering arm 4 moves, the conductive contact 61 moves on the annular resistor 31 along the annular resistor 31, the brush 63 moves on the slip ring 36 along the slip ring 36, the brush 63 and the slip ring 36 are in contact with each other all the time, and electric energy transmission can be achieved without arranging a wire harness between the brush 63 and the slip ring 36.

For example, the rotation angle measuring circuit may further include: a voltage source, a current measurer, and a steering angle calculator. The voltage source, the current measuring device, the brush 63, the conductive contact 61, the annular resistor 31 and the slip ring 36 are connected to form a loop.

The voltage source is used for providing set voltage, and the current measurer is used for measuring the current value in the loop.

The steering angle calculator can calculate the equivalent resistance of the loop according to the current value measured by the current measurer, and then calculate the first steering angle according to the equivalent resistance. How to calculate the first steering angle according to the equivalent resistance can refer to the above description, and is not described herein again.

Alternatively, the steering angle calculator may directly calculate the first steering angle from the current value measured by the current measurer. How to calculate the first steering angle according to the current value can refer to the above description, and is not described herein again.

For the aforementioned manner of measuring the resistance by using the resistance measuring instrument, the rotation angle measuring circuit may further include a resistance measuring instrument and a steering angle calculator, and after the resistance is measured by the resistance measuring instrument, the steering angle calculator may determine the steering angle (first steering angle) of the steering arm 4 according to the aforementioned third correspondence relationship.

The ring resistor 31 will be described in detail below.

The ring resistor 31 is shown in fig. 4, and is embedded in the stator housing 32 or the rotor housing 66. The plan view shape of the ring resistor may be a circle, an ellipse, a polygon, etc. having an opening, and the present invention does not limit it as long as it can always maintain contact with the conductive contact 61.

Since the resistance value connected to the rotation angle measuring circuit is larger and larger as the steering arm 4 rotates, the measurement sensitivity of the rotation angle is poorer and poorer. For example, when the steering arm 4 is at 0 degree, the conductive contact 61 is located at the open end 35 of the annular resistor 31, and as the steering arm 4 rotates, the conductive contact 61 slides on the annular resistor 31, the resistance value of the access measurement circuit becomes larger, and when the voltage value applied between the open end 35 and the conductive contact 61 is constant, the current value in the measurement circuit becomes smaller, and the current variation corresponding to the same rotation angle also becomes smaller, thereby causing the measurement sensitivity of the rotation angle to become lower.

To improve this, the ring resistor 31 may be configured to gradually decrease in resistance from one end 35 of the opening to the other end of the opening for the same central angle. When the plan view shape of the annular resistor is not a circle, the central angle refers to a central angle of a circle inscribed in or circumscribed about the annular resistor.

The gradual decrease of the resistance value may be realized by gradually decreasing the area of the longitudinal section of the annular resistor 31, gradually decreasing the width of the annular resistor 31, gradually decreasing the thickness of the annular resistor 31, or gradually decreasing the resistivity of the annular resistor 31 (the resistivity may be changed by changing the material).

Fig. 5 is a longitudinal section of the ring resistor, which shows the ring resistor as a rectangle (of course, the longitudinal section of the ring resistor can be any regular and irregular polygon).

The thickness refers to the distance between the mounting surface and the opposing surface. Here, the mounting surface refers to a surface of the annular resistor 31 which is in contact with the stator housing 32 or the rotor housing 66, and the opposite surface is a surface which can be in contact with the conductive resistor.

The width is a distance between an inner side surface and an outer side surface of the segment, the inner side surface is a side surface of the segment close to the driving rotating shaft 7, and the outer side surface is a side surface of the segment far away from the driving rotating shaft 7.

Specifically, the annular resistor 31 may be formed by a plurality of segments, the central angles of the segments are equal, and from one end 35 of the opening to the other end of the opening, the area of the longitudinal section of the next segment is smaller than that of the previous segment, or the thickness of the next segment is smaller than that of the previous segment, or the resistivity of the next segment is smaller than that of the previous segment.

In another example, only the steering angle range in which the risk factor is high may be improved. For example, the risk factor when the rotation angle of the wheel 5 is within 30 degrees may be lower than the risk factor when the rotation angle of the wheel 5 is 30 to 90 degrees. Therefore, it is possible to improve only the rotation angle measurement sensitivity of the rotation angle of the wheel 5 in the rotation angle range of 30 degrees to 90 degrees.

For example, taking the improvement in thickness as an example, as shown in fig. 6, the thickness of the annular resistor 31 corresponding to the rotation angle range of 30 degrees to 90 degrees is set to be smaller than the thickness of the other positions, so as to realize the resistor corresponding to the rotation angle range, and further, the rotation angle measurement sensitivity of the rotation angle range is improved to a certain extent.

In other embodiments of the present invention, the contact assembly in all the above embodiments may further include an elastic element 62, the elastic element 62 is connected to one end of the conductive contact 61, and the conductive contact 61 is kept in contact with the annular resistor 31 under the pressure of the elastic element 62.

For example, referring to fig. 6, when the thicknesses of the segments of the ring resistor 31 are different, if the installation surface of the ring resistor 31 is a horizontal surface, the surface of the ring resistor 31 contacting the conductive contact 61 is uneven, and the conductive contact 61 is always in contact with the ring resistor 31 under the elastic force of the elastic element 62.

The elastic element 62 may be a spring, a spring plate, or the like.

Specifically, because the stator housing and the rotor housing are respectively fixed on the steering driving module and the steering arm, and the distance between the stator housing and the rotor housing is fixed, when the stator housing and the rotor housing are arranged, the elastic element is always in a compression state, namely, even if the conductive contact is positioned at the position where the thickness of the annular spring is the thinnest, the spring is also in the compression state, and a force which is abutted against the annular resistor is applied to the conductive contact.

On this basis, the contact assembly in the above embodiment may further include a pressure sensor disposed between the elastic member 62 and the conductive contact 61.

Since the thickness of each segment of the annular resistor 31 is different, in an operating state, if the mounting surface is parallel to the horizontal plane, the surface of the annular resistor 31 contacting the conductive contact 61 is uneven, and the pressure applied by the elastic element 62 to the conductive contact 61 also varies.

Therefore, there is a correspondence between the pressure value of the pressure sensor and the thickness value of the segment of the annular resistor 31. Meanwhile, the thickness of the segment has a corresponding relationship with the resistance thereof, and further has a corresponding relationship with the sum of the resistance of each segment connected to the rotation angle measuring circuit (i.e. the resistance between the open end 35 of the annular resistor 31 and the conductive contact 61).

As mentioned above, the resistance between the open end 35 of the annular resistor 31 and the conductive contact 61 corresponds to the angle of rotation of the steering arm 4. It can be deduced that the pressure value of the pressure sensor corresponds to the rotation angle of the steering arm 4.

Therefore, the rotation angle of the steering arm 4 (referred to as the second steering angle) can also be determined from the pressure value of the pressure sensor.

In one example, a fourth correspondence relationship between the pressure and the angle of rotation of the steering arm 4 may be calibrated in advance, and when a specific pressure value is obtained, the second steering angle may be determined by the calibrated fourth correspondence relationship.

The fourth corresponding relationship may be in the form of a calibration table, or in the form of a function, a curve, or the like, which is not described herein again.

Correspondingly, the clock spring may further include: a processor electrically connected to the pressure sensor. The processor may be configured to blend the first and second angles to obtain a final angle of rotation of the steering arm 4.

The fusion mode may specifically include a weighted average mode, and in this mode, the weight values corresponding to the first corner and the second corner may be determined experimentally. Alternatively, the arithmetic mean of the first rotational angle and the second rotational angle may be calculated as the final rotational angle by averaging.

In addition to the fusion method, in other embodiments of the present invention, the rotation angle of the steering arm may be determined by using only the rotation angle measurement circuit, or may be determined based on only the pressure measurement data of the pressure sensor.

In summary, the clock spring for the electric automobile hub steering driving system provided by the embodiment of the invention has the following advantages:

1. the transmission of the wheel hub sensing information to a control center (ECU) of the automobile is realized through a wireless communication mode between the stator and the rotor. Because no wire harness is arranged between the stator and the rotor, the winding of the wire harness is avoided.

2. According to the embodiment of the invention, the measurement of the steering angle of the steering arm is realized by arranging the annular resistor and the conductive contact.

3. The corresponding angle measurement sensitivity can be set for different risk coefficients of different wheel corner positions.

4. The method integrates a resistor-based corner measurement mode and a pressure-based corner measurement mode, and improves the measurement precision of the steering arm corner.

The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.