阅读说明：本技术 用于车辆的方向盘的致动器单元 (Actuator unit for steering wheel of vehicle ) 是由 R.K.乔达里 V.韦拉萨米 于 2019-07-29 设计创作，主要内容包括：本文的实施例提供了一种用于车辆的方向盘(110)的致动器单元(100)。致动器单元(100)包括位于壳体(116)内的转向轴(122)。转向柱定位在壳体(116)和转向轴(122)之间。此外,马达(102)被机械地联接到输入轴(408),并且输出选择器适于选择方向盘(110)的伸缩和倾斜运动中的一者。致动器单元(100)的特征在于至少两个行星齿轮组,即第一齿轮组(106)和第二齿轮组(108),它们以级联的方式联接到转子轴(104)和输入轴(408)并且联接在转子轴(104)和输入轴(408)之间。至少两个行星齿轮组适于将从转向感觉扭矩、倾斜运动和伸缩运动中选择的至少一者赋予方向盘(110)。(Embodiments herein provide an actuator unit (100) for a steering wheel (110) of a vehicle. The actuator unit (100) includes a steering shaft (122) located within the housing (116). The steering column is positioned between the housing (116) and the steering shaft (122). Further, the motor (102) is mechanically coupled to the input shaft (408), and the output selector is adapted to select one of a telescoping and a tilting motion of the steering wheel (110). The actuator unit (100) is characterized by at least two planetary gear sets, a first gear set (106) and a second gear set (108), which are coupled in a cascade manner to the rotor shaft (104) and the input shaft (408) and between the rotor shaft (104) and the input shaft (408). At least two planetary gear sets are adapted to impart at least one selected from steering feel torque, a tilting motion, and a telescoping motion to a steering wheel (110).)

1. An actuator unit (100) for a steering wheel (110) of a vehicle, comprising:

a housing (116);

a steering shaft (122) located within the housing (116), an outer end portion of the steering shaft (122) being connected to the steering wheel (110);

a steering column including an inner tube (120) and an outer tube (118), the steering column disposed about the steering shaft (122), the steering column positioned between the housing (116) and the steering shaft (122);

an input shaft (408) assembled within the steering shaft (122) from an inner end portion of the steering shaft (122), the input shaft (408) accommodating a torsion bar (410);

a motor (102) mechanically coupled to the input shaft (408), an

An output selector adapted to select one of a telescoping motion and a tilting motion of the steering wheel (110), characterized by:

at least two planetary gear sets, a first gear set (106) and a second gear set (108), coupled in cascade to the rotor shaft (104) of the motor (102) and the input shaft (408) and coupled between the rotor shaft (104) of the motor (102) and the input shaft (408), adapted to impart at least one selected from steering feel torque, pitch motion and telescoping motion to the steering wheel (110).

2. The actuator unit (100) of claim 1, wherein the steering shaft (122) is positioned in any one of a stowed position, a neutral position, and an extended position.

3. The actuator unit (100) according to claim 1, wherein a first gear mesh is adapted to provide the steering feel torque, the first gear mesh comprising: the rotor shaft (104) is coupled to the first sun gear (212) of the first gear set (106), the first carrier (218) couples the first planet gears (214) to the second sun gear (222) of the second gear set (108), and the second carrier (228) of the second gear set (108) is coupled to the input shaft (408), the first ring gear (216) and the second ring gear (226) remaining stationary.

4. The actuator unit (100) of claim 1, wherein a first output unit (402) is adapted to be selectively engaged with the first gear set (106) for the tilting motion and a second output unit (412) is adapted to be selectively engaged with the second gear set (108) for the telescoping motion.

5. The actuator unit (100) of claim 4, wherein the first output unit (402) comprises a first output gear (302), a first screw (404) and a first sleeve (406), the first output gear (302) being held in a meshed manner between the first gear set (106) and the first screw (404).

6. The actuator unit (100) of claim 4, wherein the second output unit (412) comprises a second output gear (304), a second screw (414) and a second sleeve (416), the second output gear (304) being held in meshing engagement between the second gear set (108) and the second screw (414).

7. The actuator unit (100) of claim 5, wherein a second gear mesh is adapted to impart the tilting motion to the steering wheel (110), the second gear mesh comprising: the rotor shaft (104) is coupled to a first sun gear (212) of the first gear set (106), a first ring gear (216) is coupled to the first screw (404) through the first output gear (302), and the first carrier (218) remains stationary with the second gear set (108).

8. The actuator unit (100) of claim 6, wherein a third gear mesh is adapted to impart the telescopic motion to the steering wheel (110), the third gear mesh comprising: the rotor shaft (104) is coupled to the first sun gear (212) of the first gear set (106), a first carrier (218) couples the first planet gears (214) to the second sun gear (222) of the second gear set (108), and the second ring gear (226) of the second gear set (108) is coupled to the second output gear (304), the first ring gear (216) and the second carrier (228) remaining stationary.

9. The actuator unit (100) of claim 8, wherein the second sleeve (416) is coupled to the inner tube (120) by a band (420) located between a notch (424) of the outer tube (118) and the inner tube (120) of the steering column.

10. The actuator unit (100) of claim 9, wherein an annular collar (422) is provided on an inner surface of the outer tube (118) to engage with the band (420) during the telescopic movement.

Technical Field

The present invention relates to an actuator unit for a steering wheel of a vehicle.

Background

According to prior art US2013160597, a steering device is disclosed. The steering device includes: an inclination angle adjusting mechanism; a telescoping mechanism; and a drive mechanism. The drive mechanism includes: a rotating member rotated by a motor; a transmission member coupled to the reclining angle adjustment mechanism; and a selector mechanism that changes a position of the rotating member. The rotating member has a protrusion protruding toward the transmission member, and the transmission member has a recess into which the protrusion is inserted. The selector mechanism inserts the protrusion into the recess by moving the rotary member to the coupled position and removes the protrusion from the recess by moving the rotary member to the uncoupled position.

Drawings

Embodiments of the present disclosure are described with reference to the following drawings,

fig. 1 illustrates an actuator unit for a steering wheel of a vehicle according to an embodiment of the present invention;

FIG. 2 illustrates a first view of an actuator assembly for a steering wheel, according to an embodiment of the present invention;

FIG. 3 illustrates a second view of an actuator assembly for a steering wheel in accordance with an embodiment of the present invention;

FIG. 4 illustrates a steering wheel with an actuator unit in an extended position according to an embodiment of the present invention;

FIG. 5 illustrates a steering wheel with an actuator unit in an intermediate position according to an embodiment of the present invention; and

fig. 6 illustrates a steering wheel with an actuator unit in a stowed position according to an embodiment of the present invention.

Detailed Description

Fig. 1 illustrates an actuator unit for a steering wheel of a vehicle according to an embodiment of the present invention. The Actuator unit 100, also known as a Steering Wheel Actuator (SWA), includes a housing 116 and a Steering shaft 122 located within the housing 116. The outer end portion of the steering shaft 122 is connected to the steering wheel 110. The steering shaft 122 can extend outside the housing 116. A steering column including an inner tube 120 and an outer tube 118 is disposed around a steering shaft 122. The steering column is positioned between the housing 116 and the steering shaft 122. The steering shaft 122 is a hollow body and may be considered to be part of a steering column. An input shaft 408 (shown in fig. 4) is assembled in the hollow portion of the steering shaft 122 from the inner end portion of the steering shaft 122. The input shaft 408 houses a torsion bar 410 (shown in fig. 4). Further, the motor 102 is mechanically coupled to the input shaft 408, and the output selector is adapted to select one of a tilting motion and a telescoping motion of the steering wheel 110. The actuator unit 100 features at least two planetary gear sets (shown in phantom) including a first gear set 106 and a second gear set 108 coupled in cascade to the rotor shaft 104 of the motor 102 and the input shaft 408, and coupled between the rotor shaft 104 of the motor 102 and the input shaft 408. At least two planetary gear sets are adapted to impart at least one selected from a steering feeling (steering) torque, a tilting motion, and a telescopic motion to the steering wheel 110. For ease of understanding, the first output unit 402 (shown in a dashed box in fig. 4) and the second output unit 412 (shown in a dashed box in fig. 4) are omitted from fig. 1, and the first output unit 402 and the second output unit 412 are explained in the description of fig. 4. The telescoping movement corresponds to extension or retraction of the steering column and/or steering shaft 122.

The steering wheel 110 is positioned in any one of the stowed position, the neutral position, and the extended position. The stowed and extended positions are the two extreme positions of the steering wheel 110. The intermediate position is any position between the stowed position and the extended position.

According to an embodiment of the invention, the stowed position of the steering wheel 110 is applicable during an autonomous driving mode of the vehicle. Alternatively, the stowed position is used in any other condition besides the autonomous driving mode, such as, but not limited to, an auto park mode. The stowed position provides more free space for the driver due to the steering wheel 110 being in contact with the dashboard. Alternatively, the steering wheel 110 fits into a corresponding slot available in the dashboard in the stowed position. The stowed position is also available during manual driving.

FIG. 2 illustrates a first view of an actuator assembly for a steering wheel, according to an embodiment of the present invention. The actuator assembly 200 includes a motor 102 coupled to two planetary gear sets, a first gear set 106 and a second gear set 108. The two planetary gear sets are coupled to each other in a cascade or series (one after the other). The output of the first gear set 106 is the input of the second gear set 108. The first gearset 106 includes a first sun gear 212, at least two first planet gears 214, a first ring gear 216, and a first carrier 218. The first carrier 218 is coupled to at least two first planetary gears 214. Similarly, the second gear set 108 includes a second sun gear 222, at least two second planet gears 224, a second ring gear 226, and a second carrier 228. The second carrier 228 is coupled to at least two second planet gears 224.

Further, output selectors including a first selector 112 and a second selector 114 are provided to the first gear set 106 and the second gear set 108, respectively. The first selector 112 includes a first actuator, such as a solenoid or motor, that controls a corresponding link or gear to stop/brake rotation of the first ring gear 216 and the first carrier 218 of the first gear set 106. Similarly, the second selector 114 includes a second actuator, such as a solenoid or motor, which controls a corresponding link or gear to stop/brake rotation of the second ring gear 226 and the second carrier 228 of the second gear set 108. In an embodiment, a single output selector may be used to control the gears of the first and second gear sets 106, 108.

FIG. 3 illustrates a second view of an actuator assembly for a steering wheel, according to an embodiment of the present invention. In this second view, only the first selector 112 is visible, while the second selector 114 is hidden because it is on the opposite side of the first selector 112. Further, the first output gear 302 is provided to mesh with the first ring gear 216. Similarly, the second output gear 304 is disposed in meshing engagement with the second ring gear 226.

The output selector is operated by a controller (not shown). The controller receives a command from the driver by pressing a button for at least one of a tilting motion and a telescopic motion. Buttons for the tilting motion, the telescopic motion are provided on the dashboard of the vehicle or on the steering wheel 110. The controller can also be connected to a user device, such as a smart phone, to remotely or wirelessly control the tilt and/or tilt movements of the steering wheel 110.

Fig. 4 illustrates a steering wheel with an actuator unit in an extended position according to an embodiment of the present invention. Fig. 4 is a schematic diagram of the actuator unit 100 and should not be understood in a limiting sense. The first gear mesh is described as/adapted to provide a steering feel torque. The first gear mesh includes: the rotor shaft 104 is coupled to the first sun gear 212 of the first gear set 106, and the first carrier 218 couples the first planet gears 214 to the second sun gear 222 of the second gear set 108. The second carrier 228 of the second gear set 108 couples the second planet gears 224 to the input shaft 408. Further, the first and second gear rings 216, 226 are held stationary or stopped from rotating by the first and second selectors 112, 114, respectively. The first gear mesh is by default whenever the driver maneuvers the vehicle. The first gear engagement is used to provide a steering feel similar to steering with the mechanical steering wheel 110. When the driver steers the vehicle using the steering wheel 110, the motor 102 provides a steering feeling to the driver holding the steering wheel 110 by resisting rotation of the steering wheel 110 via the first gear engagement. The first gear mesh is applicable to other different positions of the steering wheel 110.

The controller receives signals detected by torque sensors positioned around torsion bar 410. Thus, when the steering wheel 110 is rotated by the driver, torque is transmitted to the torsion bar 410. The torque sensor then generates a corresponding output signal. The controller controls/operates the motor 102 accordingly to provide steering feel torque. The controller receives the applied torque from a torque sensor positioned about torsion bar 410.

In fig. 4, a first output unit 402 and a second output unit 412, which are omitted in fig. 1, are also provided. The first output unit 402 and the second output unit 412 are provided for the tilting motion and the telescopic motion of the steering wheel 110, respectively. The first output unit 402 is adapted to be selectively engaged with the first gear set 106 for tilting motion, and the second output unit 412 is adapted to be selectively engaged with the second gear set 108 for telescopic motion.

The first output unit 402 includes a first output gear 302, a first screw 404, and a first sleeve 406. The first sleeve 406 is movable on the threads on the first screw 404. The first output gear 302 remains engaged with the first gear set 106 and the first screw 404 and is held between the first gear set 106 and the first screw 404. Similarly, the second output unit 412 includes a second output gear 304, a second screw 414, and a second sleeve 416. The second sleeve 416 is movable on the threads of the second screw 414. The second output gear 304 remains engaged with the second gear set 108 and the second screw 414 and is held between the second gear set 108 and the second screw 414. The ends of the first and second screws 404, 414 are held on the body of the actuator unit 100. Both the first sleeve 406 and the second sleeve 416 include internal threads to move on the first screw 404 and the second screw 414, respectively.

According to an embodiment of the present invention, the tilting motion of the steering wheel 110 is achieved/imparted by the actuator assembly 200 via the second gear mesh. When the driver requests a tilting movement of the steering wheel 110, the controller operates the output selector to obtain the second gear engagement, i.e., the first selector 112 and the second selector 114 are operated to hold the first carrier 218 and the second gear set 108 stationary. The second gear engagement includes: the rotor shaft 104 is coupled to the first sun gear 212 of the first gear set 106, and the first ring gear 216 is coupled to the first output gear 302, which first output gear 302 is in turn coupled to the first screw 404 of the first output unit 402. The motor 102 is now able to impart a tilting motion to the steering wheel 110. When the first output gear 302 is rotated by the first ring gear 216, the first screw 404 is also rotated. Rotation of the first screw 404 moves the first sleeve 406 in an axial direction along the first screw 404. The direction of axial movement of the first sleeve 406 depends on the direction of tilt. The tilt direction can be selected by the driver by pressing a button. The button or switch may be available on the dashboard of the vehicle or on the steering wheel 110 itself. The tilting movement is also applicable to tilting/inclination in the lateral direction.

Fig. 5 illustrates a steering wheel with an actuator unit in an intermediate position according to an embodiment of the present invention. Fig. 5 is a schematic view of the actuator unit 100. This intermediate position is achieved by telescopic movement of the steering column and the steering shaft 122 by means of the actuator assembly 200. The telescopic movement is obtained by engagement of the third gear. This third gear mesh is established by keeping the first ring gear 216 and the second carrier 228 stationary by means of the first selector 112 and the second selector 114, respectively, when a request for an intermediate position is requested by the driver. Also, the controller operates the first selector 112 and the second selector 114. The rotor shaft 104 is coupled to the first sun gear 212 of the first gear set 106, the first carrier 218 couples the first planet gears 214 to the second sun gear 222 of the second gear set 108, and the second ring gear 226 of the second gear set 108 is coupled to the second output gear 304. The motor 102 is now able to impart a telescoping motion to the steering wheel 110.

Now, the operation of the steering column and the steering shaft 122 telescopically moving to the intermediate position will be described. When the driver selects the neutral/retracted position, the third gear mesh is established through the output selector. The second output unit 412 is activated by the second output gear 304. Rotation of the second output gear 304 rotates the second screw 414, thereby causing axial movement of the second sleeve 416. The second sleeve 416 moves forward or backward according to the rotation direction of the second screw 414. One end of second sleeve 416 passes through slot 424 of outer tube 118 to allow for retraction movement. A notch 424 is provided in outer tube 118 to allow movement of second sleeve 416. Further, a strap 420 is attached at one end to the second sleeve 416 and the other end is attached to the inner tube 120. The band 420 is located between the outer tube 118 and the inner tube 120 of the steering column. During retraction, the inner tube 120 moves first due to the movement of the second sleeve 416. Thus, the desired position of the steering wheel 110 is obtained by movement of the second sleeve 416. This movement continues to the end of slot 424 of outer tube 118. At the end of slot 424, second sleeve 416 is in contact with outer tube 120.

Now, when axially moved, the second sleeve 416 engages the end of the slot 424 and moves/carries the outer tube 118 in a sliding manner in the same axial direction. Thereby, the intermediate position of the steering wheel 110 is achieved according to the driver's demand. This intermediate position is achieved due to the movement of the inner tube 120 and the outer tube 118.

Fig. 6 illustrates a steering wheel with an actuator unit in a stowed position according to an embodiment of the present invention. In fig. 6, the stowed position of the steering wheel 110 is depicted. This stowed position is achieved in continuation of the operation of figure 5. As mentioned earlier, the stowed position is an extreme position in the retraction direction. When the driver selects the stowed position of the steering wheel 110, the second sleeve 416 continues to move the outer tube 118 in the inward or retracted direction as explained in fig. 5. As the second sleeve 416 moves in the retraction direction, i.e., toward the motor 102, the inner tube 120 also moves simultaneously. This movement is stopped when outer tube 118 reaches its extreme position within housing 116. In this stowed position, the steering column and steering shaft 122 are completely within the housing 116.

The extending work of the steering column and/or the steering shaft 122 is described with reference to fig. 6 and fig. 5 and 4 in reverse order according to the present invention. Thus, the protrusion is opposite to the operation as explained in fig. 4 to 6. Consider the steering wheel 110 in the stowed position. When the driver requests a change in the position of the steering wheel 110 from the stowed position to the neutral or extended position, the controller establishes the third gear mesh by using the appropriate output selector. The controller then operates the motor 102 and moves the second sleeve 416 in an outward or extension direction. The inner tube 120 moves first due to the engagement of the second sleeve 416 and the sliding band 420. Band 420 is located between inner tube 120 and outer tube 118. Further, an annular collar 422 is provided on the inner surface of the outer tube 118 to engage the band 420 during telescoping movement. The band 420 is held on a recess (index) on the inner tube 120. Alternatively, the band 420 is fixed/attached to the inner tube 120. The collar 422 acts as a stop for the strap 420.

The movement of the second sleeve 416 continues in the extension direction. During extension, the second sleeve 416 moves in a direction toward the steering wheel 110. The second sleeve 416 is removably attached to the strap 420. As the second sleeve 416 moves, the band 420 also moves. Because the band 420 is movably held with the inner tube 120, the inner tube 120 moves first even before the outer tube 118. Once the inner tube 120 reaches its extreme position, the band 420 comes into contact with the collar 422. Now, if the second sleeve 416 continues to move axially in the extension direction, the outer tube 118 also begins to move in the same direction. The outer tube 118 moves due to the engagement of the band 420 and the collar 422. The outer tube 118, the inner tube 120, the housing 116, and the steering shaft 122 are all retained with a spherical slider 418 for easy sliding movement. Suitable openings are provided in housing 116 to allow second sleeve 416 to reach and engage band 424 of outer tube 118. The neutral position is any position of the steering wheel 110 that is achieved before the inner tube 120 reaches its maximum extension or the outer tube 118 reaches its maximum extension. Ball bearings are also provided at the interface of the steering shaft 122 and the inner tube 120.

In short, when the second sleeve 416 is moved in the extension direction or away from the motor 102, the inner tube 120 is moved first. Once the inner tube 120 reaches the end of the slot 424 or the collar 422 disposed in the outer tube 118, the second sleeve 416 slides the outer tube 118 with the inner tube 120 to the desired position of the steering wheel 110.

According to an embodiment of the present invention, a single Motor 102, such as a Permanent Magnet Synchronous Motor (PMSM) having different torque capabilities, may be adapted for all Steering Wheel Actuator (SWA) or electronically steerable column (EASC) functions. The steering actuator enables a stowable length of, for example, 285mm to be achieved using the "tube-in-tube" concept (inner tube 120 and outer tube 118) with a column length of 600 mm. No significant changes are required in the existing chassis or frame or cross-car beam (CCB) structure of the vehicle. Due to the powerful motor 102, the time to stow the steering wheel 110 is fast and accuracy is not compromised. The present invention also provides for compact in-line packaging and reduces the use of radial space. Thereby increasing the free space in the radial direction.

It should be understood that the above-explained embodiments in the present specification are only illustrative and do not limit the scope of the present invention. Many such embodiments, as well as other modifications and variations of the embodiments explained in this specification, are contemplated. The scope of the invention is limited only by the scope of the claims.