Patent ID: 12252187

DETAILED DESCRIPTION

In the following description of examples or embodiments of the disclosure, reference will be made to the accompanying drawings in which it is shown by way of illustration specific examples or embodiments that can be implemented, and in which the same reference numerals and signs can be used to designate the same or like components even when they are shown in different accompanying drawings from one another. Further, in the following description of examples or embodiments of the disclosure, detailed descriptions of well-known functions and components incorporated herein will be omitted when it is determined that the description may make the subject matter in some embodiments of the disclosure rather unclear. The terms such as “including”, “having”, “containing”, “constituting” “make up of”, and “formed of” used herein are generally intended to allow other components to be added unless the terms are used with the term “only”. As used herein, singular forms are intended to include plural forms unless the context clearly indicates otherwise.

Terms, such as “first”, “second”, “A”, “B”, “(A)”, or “(B)” may be used herein to describe elements of the disclosure. Each of these terms is not used to define essence, order, sequence, or number of elements etc., but is used merely to distinguish the corresponding element from other elements.

When it is mentioned that a first element “is connected or coupled to”, “contacts or overlaps” etc. a second element, it should be interpreted that, not only can the first element “be directly connected or coupled to” or “directly contact or overlap” the second element, but a third element can also be “interposed” between the first and second elements, or the first and second elements can “be connected or coupled to”, “contact or overlap”, etc. each other via a fourth element. Here, the second element may be included in at least one of two or more elements that “are connected or coupled to”, “contact or overlap”, etc. each other.

When time relative terms, such as “after,” “subsequent to,” “next,” “before,” and the like, are used to describe processes or operations of elements or configurations, or flows or steps in operating, processing, manufacturing methods, these terms may be used to describe non-consecutive or non-sequential processes or operations unless the term “directly” or “immediately” is used together.

In addition, when any dimensions, relative sizes etc. are mentioned, it should be considered that numerical values for an elements or features, or corresponding information (e.g., level, range, etc.) include a tolerance or error range that may be caused by various factors (e.g., process factors, internal or external impact, noise, etc.) even when a relevant description is not specified. Further, the term “may” fully encompasses all the meanings of the term “can”.

FIG.1is an exploded perspective view illustrating a steer-by-wire steering device according to the present embodiments.FIG.2is a side cross-sectional view illustrating an assembled state ofFIG.1.FIG.3is a front view illustrating a combined state ofFIG.1.FIG.4is a view illustrating an operational state of a steer-by-wire steering device according to the present embodiments.FIGS.5to8are front views illustrating a steer-by-wire steering device according to the present embodiments.FIG.9is a side cross-sectional view illustrating a steer-by-wire steering device according to the present embodiments.FIG.10is a view illustrating an operational state of a steer-by-wire steering device according to the present embodiments.FIG.11is a side cross-sectional view illustrating a steer-by-wire steering device according to the present embodiments.FIG.12is a view illustrating an operational state of a steer-by-wire steering device according to the present embodiments.

According to the present embodiments, a steer-by-wire steering device100comprises a steering shaft101having gear teeth on an outer circumferential surface thereof, a first gear110rotated in engagement with the gear teeth of the steering shaft101, a second gear120having an inner circumferential surface engaged with the first gear110, a housing130supporting rotation of the second gear120, a first stopper111provided on the first gear110and supported by the steering shaft101or the second gear120as the first gear110rotates, a second stopper121provided on the second gear120, and a third stopper131provided in the housing130and supporting the second stopper121as the second gear120rotates.

The steer-by-wire steering device100is described below with reference toFIGS.1to4.

The steering shaft101has gear teeth formed on its outer circumferential surface to mesh with the first gear110, and accordingly, as the steering shaft101rotates, the first gear and the second gear120are rotated. The rotation ranges of the first gear and the second gear120may be limited by the first to third stoppers111,121, and131, so that the maximum steering angle of the steering wheel may be limited, and the driver's steering feel may be enhanced.

As is described below in detail, the rotation range of the steering shaft101is determined by a relative rotation range between the steering shaft101and the first gear110and a relative rotation range between the second gear120and the housing130. By adjusting the relative rotation range between the second gear120and the housing130, the rotation range of the steering shaft101may be changed.

The first gear110meshes with the gear teeth formed on the outer circumstantial surface of the steering shaft101, and the second gear120is provided coaxially with the steering shaft101so that the inner circumstantial surface of the second gear teeth meshes with the first gear110. Accordingly, as the steering shaft101is rotated, the first gear110rotates and revolves between the outer circumstantial surface of the steering shaft101and the inner circumstantial surface of the second gear120. A plurality of first gears110may be provided, and the first stopper111may be coupled to each of the plurality of first gears110. The drawings illustrate an embodiment in which three first gears110are provided.

The first stopper111is provided on the first gear110and is fixed in the circumferential direction with respect to the first gear110. Accordingly, the first stopper111is rotated together with the first gear110. As the first gear110rotates, the first stopper111is supported on the inner surface of the second gear120or the steering shaft101so that the rotation of the first gear110is limited.

An end of the first stopper111radially protrudes beyond the outer circumstantial surface of the first gear110. As the first gear110rotates, the end of the first stopper111is rotated along a concentric circle having a larger radius than the outer circumferential surface of the first gear110. Accordingly, the first stopper111is supported on the inner surface of the second gear120or the steering shaft101so that the rotation of the first gear110is limited.

The first stopper111may be integrally formed with the first gear110. Alternatively, as shown in the drawings, there may be provided a shaft part and a support part, the shaft portion may be coupled to the first gear110, and an end of the support part may radially protrude beyond the outer circumstantial surface of the first gear110. Although the drawings illustrate an embodiment in which the support part has an elliptical shape, it is not necessarily limited thereto. Although the drawings illustrate an embodiment in which the first stopper111may include one support part, the first stopper111may include a plurality of support parts, and an end of each support part may radially protrude beyond the outer circumferential surface of the first gear110.

FIGS.1to4illustrate an embodiment in which as the first gear110rotates, the first stopper111is not supported by the second gear120but is supported by the steering shaft101so that the relative rotation between the steering shaft101and the first gear110is limited.

FIG.4illustrates an embodiment in which as the steering shaft101rotates counterclockwise as viewed in the drawings, the first gear110is rotated clockwise so that the first stopper111is supported by the steering shaft101. If the first stopper111is supported by the steering shaft101, the first gear110is stopped from further rotation, and the relative rotation between the steering shaft101and the first gear110is limited. Although the drawings illustrate that after rotation of the first gear110about the steering shaft101is limited, the second gear120is rotated, it is merely for convenience of illustration and understanding, rotation of the first gear110about the steering shaft101and rotation of the second gear120may simultaneously be performed.

The range of relative rotation between the steering shaft101and the first gear110may be designed to differ depending on, e.g., the outer diameter of the steering shaft101, the shape and inner diameter of the second gear120, and the shape of the first stopper111.

FIGS.9and10illustrate an embodiment in which the support part of the first stopper111is formed to be shorter than that in the embodiment illustrated inFIGS.1to4, and an extension910axially extending is provided in the second gear120. In this structure, the first stopper111is not supported by the steering shaft101but is supported only by the second gear120, so that the relative rotation between the steering shaft101and the first gear110may be limited.

The extension910may be formed to axially extend from the side surface opposite to the surface where the second stopper121of the second gear120is provided. As the support part of the first stopper111is formed to be shorter than that in the embodiment illustrated inFIGS.1to4, the first stopper111is not supported by the steering shaft101but may be supported only by the extension910of the second gear120when the first gear110is rotated.

According to another embodiment, when the first gear110is rotated in one direction, the first stopper111is supported by the steering shaft101and, when the first gear110is rotated in the opposite direction, the first stopper111may be supported by the second gear120. Alternatively, as the first gear110is rotated, the first stopper111may be supported simultaneously by the steering shaft101and the second gear120.

As such, it is possible to change the maximum steering angle by changing the way in which the first stopper111is supported.

Referring back toFIGS.1to4, as the steering shaft101is rotated, the second gear120is rotated about the housing130. As the second stopper121provided on the second gear120is supported by the third stopper131provided in the housing130, the relative rotation between the second gear120and the housing130is limited.

Rotation of the second gear120is supported by the housing130. The housing130may be formed in a cylindrical shape as shown in the drawings, and the outer circumferential surface of the second gear120may be supported on the inner surface of the housing130. The housing130may further include, e.g., a bearing or support part for supporting rotation of the second gear120, which is omitted in the drawings for convenience of illustration.

The housing130may be fixed to the vehicle body or, as shown inFIGS.11and12, the housing130may be provided to be rotatable by the motor1101.

As the second gear120is rotated, the second stopper121and the third stopper131are supported by each other. The second stopper121may be formed to axially protrude from the second gear120, and the third stopper131may be formed to radially protrude from the inner circumferential surface of the housing130.

As described below, it is possible to change the maximum steering angle of the steering wheel by changing the shape, number, or placement of the second stopper121or the third stopper131. Accordingly, at least one of the second stopper121or the third stopper131should be provided in a replaceable form. The drawings illustrate an embodiment in which the second stopper121is formed separately from the second gear120and is coupled to the second gear120, and the third stopper131is integrally formed with the housing130. According to another embodiment, the second stopper121may be integrally formed with the second gear120while the third stopper131may be formed separately from the housing130. Alternatively, the second stopper121and the third stopper131both may be formed separately from the second gear120and the housing130.

Although how to couple the second stopper121and the second gear120for convenience of illustration is omitted in the drawings, they may be coupled together via, e.g., screwing. The way in which the second stopper121and the second gear120are coupled and the way in which the third stopper131and the housing130do not limit the present embodiments, and it suffices that the stopper is coupled in a replaceable form.

The second gear120may be formed to be able to provide various coupling positions to the second stopper121. It is possible to adjust the gap between the second stopper121and the third stopper131and the maximum steering angle by changing the placement of the second stopper121on the second gear120or replacing it with a stopper with a different shape. The same applies even where the third stopper131is formed separately from the housing130.

Referring toFIGS.2and3, the support part of the first stopper111and the second stopper121and third stopper131may be positioned on opposite sides of the body part of the second gear120. Accordingly, when the first stopper111is rotated, an end thereof may not be supported by the second stopper121or the third stopper131. However, the second stopper121and third stopper131are not limited in position and shape thereto as long as they are supported by each other when the second gear120is rotated about the housing130.

FIG.4(a)illustrates a neutral steering state,FIG.4(b)illustrates a state in which the first stopper111is supported by the steering shaft101, andFIG.4(c)illustrates a state in which the steering wheel reaches the maximum steering angle.

FIG.10(a)illustrates a neutral steering state,FIG.10(b)illustrates a state in which the first stopper111is supported by the second gear120, andFIG.10(c)illustrates a state in which the steering wheel reaches the maximum steering angle.

In other words, as the driver rotates the steering wheel, the first gear110and the second gear120change from state (a) to state (c). For convenience of understanding, the drawings illustrate that while changing from state (a) to state (b), the first gear110is rotated with the second gear120fixed, and while changing from state (b) to state (c), the first gear110is not rotated about its own axis but is rotated together with the second gear120since the first stopper111is supported by the steering shaft101or the second gear120. However, it should be noted that rotation of the first gear110and rotation of the second gear120may be simultaneously performed.

As described above, the rotation range of the steering shaft101is determined by a relative rotation range between the steering shaft101and the first gear110and a relative rotation range between the second gear120and the housing130. By the relative rotation between the steering shaft101and the first gear110, state (a) ofFIG.4is changed into state (b) and, by the relative rotation between the second gear120and the housing130, state (b) ofFIG.4is changed into state (c).

In other words, the rotation range of the steering shaft101may be represented as the sum of the range in which the steering shaft101is rotated until the first stopper111is supported by the steering shaft101(or the second gear120) and the range in which the steering shaft101is rotated until the second stopper121is supported by the third stopper131.

In other words, since part of the rotation range of the steering shaft101results from the relative rotation between the second gear120and the housing130, it is possible to adjust the maximum steering angle of the steering wheel by changing the rotation range of the second gear120about the housing130.

The maximum steering angle of the steering wheel may be designed to differ by changing the diameter of the gear. However, changing the specifications of parts, such as changing the diameter of the gear, results in a change in the overall size of the steering device and hence the need for producing parts with different specifications, which is inefficient. In particular, it is very hard to change the maximum steering angle after the steering device is installed in the vehicle.

However, according to the present embodiments, it is possible to simply adjust the rotation range of the second gear120about the housing130by changing the position or shape of the second stopper121and the third stopper131. Therefore, it is possible to simply adjust the maximum steering angle although the steering device is designed with parts having the same specifications. Further, even the steering device is installed in the vehicle, the maximum steering angle may be appropriately changed as necessary.

FIGS.1to4illustrate an embodiment in which three second stoppers121and third stoppers131are arranged at equal intervals. It is possible to simply change the maximum steering angle of the steering wheel by changing the shape, number, or placement of the second stopper121or the third stopper131as shown inFIGS.5to8. As described above, as the second stopper121is replaceably coupled to the second gear120, or the third stopper131is replaceably coupled to the housing130, and the second gear120provides various coupling positions to the second stopper121or the housing130provides various coupling positions to the third stopper131, it is possible to simply change the gap between the second stopper121and the third stopper131.

It is possible to adjust the rotation range of the second gear120about the housing by changing the position in which the second stopper121is provided on the second gear120or the position in which the third stopper131is provided in the housing130.

FIG.5illustrates an embodiment in which a pair of second stoppers121facing each other and a pair of third stoppers131facing each other are provided so that the rotation range of the second gear120about the housing130is increased as compared with that in the embodiment shown inFIGS.1to4.

FIG.6illustrates an embodiment in which a pair of third stoppers131facing each other is provided, and pairs of second stoppers121, each pair being positioned with each third stopper131disposed therebetween, are provided, so that the rotation range of the second gear120about the housing130is reduced as compared with that in the embodiment shown inFIGS.1to4.

As such, a plurality of second stoppers121circumferentially spaced apart from each other are provided while a third stopper131is positioned between the second stoppers131, or a plurality of third stoppers131circumferentially spaced apart from each other are provided while a second stopper121is positioned between the third stoppers131. It is possible to provide the optimal maximum steering angle by finely adjusting the interval between the second stopper121and the third stopper131.

Further, it is possible to adjust the rotation range of the second gear120about the housing130by changing the circumferential width of the second stopper121or the circumferential width of the third stopper131.

FIG.7illustrates an embodiment in which the second stopper121with a larger circumferential width than that in the embodiment shown inFIGS.1to4is provided, so that the rotation range of the second gear120about the housing130is reduced.FIG.8illustrates an embodiment in which the third stopper131with a larger circumferential width than that in the embodiment shown inFIGS.1to4is provided, so that the rotation range of the second gear120about the housing130is reduced.

The second stopper121and the third stopper131are not limited in arrangement, shape, and number, to the illustrated drawings, but may rather be appropriately designed and disposed as necessary.

Referring toFIG.11, according to the present embodiments, the steering device100may further include a motor1101for rotating the housing130. Although the drawings illustrate an embodiment in which the motor shaft of the motor1101is directly coupled with the housing130, the motor1101and the housing130may be connected to each other via a reducer, e.g., a gear or pulley and belt.

The motor1101may rotate the housing130to adjust the interval between the second stopper121and the third stopper131, so that the maximum steering angle of the steering wheel may be adjusted by the control of the motor1101.

In other words, an electronic control unit (not shown) provided in the vehicle may control the motor1101to rotate the housing130, thereby changing the interval between the second stopper121and the third stopper131and adjusting the maximum steering angle of the steering wheel. The adjustment of the maximum steering angle of the steering wheel by the motor1101may be performed in real-time, providing the driver with the optimal steering feel.

FIG.12illustrates an embodiment in which the motor1101rotates the housing130according to the direction in which the driver manipulates the steering wheel to reduce the interval between the second stopper121and the third stopper131, thereby increasing the maximum steering angle. In contrast, the maximum steering angle may be increased by increasing the interval between the second stopper121and the third stopper131.

The adjustment of the maximum steering angle by the motor1101may be varied depending on the driving mode of the vehicle. For example, in comport mode, the maximum steering angle may be controlled to be relatively increased and, in sports mode, the maximum steering angle may be controlled to be relatively reduced.

The above description has been presented to enable any person skilled in the art to make and use the technical idea of the disclosure, and has been provided in the context of a particular application and its requirements. Various modifications, additions and substitutions to the described embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the disclosure. The above description and the accompanying drawings provide an example of the technical idea of the disclosure for illustrative purposes only. That is, the disclosed embodiments are intended to illustrate the scope of the technical idea of the disclosure. Thus, the scope of the disclosure is not limited to the embodiments shown, but is to be accorded the widest scope consistent with the claims. The scope of protection of the disclosure should be construed based on the following claims, and all technical ideas within the scope of equivalents thereof should be construed as being included within the scope of the disclosure.