Technical Field of Invention

[0001] The present invention generally relates to the field of simulation system. More particularly the present invention relates to a simulated steering system to be used in automobile driving simulators  and entertainment devices.

Background of the Invention

[0002] The need for training persons in the art of vehicle operation has increased with the increase in the number of automobiles on the road. Vehicle simulators provide a means to efficiently train operators of a vehicle. The operator of a vehicle can safely learn the driving skills from the simulator operated in a given set of conditions without actually exposing the operator to any risk inherent in real world operation of the vehicle.

[0003] The use of steering simulator is well known. Generally the prior steering simulation systems failed to provide either a realistic "feel" or an accurate return of the steering wheel assembly to the operator. A steering mechanism in the conventional steering simulation system required changes according to the type of vehicle.

[0004] Furthermore  the conventional steering simulation systems are costlier  difficult to assemble and disassemble.

[0005] It would  therefore  be desirable to provide a simulated steering system which would replicate the feel and ergonomics of the steering system as in an original vehicle  and would be applicable to be used in automobile driving simulators  and entertainment devices.

Brief Summary of the Invention

[0006] The objective of the present invention is to provide a simulated steering system that would induce a feel of actual driving conditions to an operator.

[0007] Another objective of the present invention is to provide the simulated steering system which would be compatible to different types of vehicles.

[0008] Another objective of the present invention is to provide the simulated steering system where the steering wheel would return to its original orientation after negotiating the turning.

[0009] Still another objective of the present invention is to provide a cost effective simulated steering system for training a common man.

[0010] Yet another objective of the present invention is to provide the simulated steering system that would provide simple kinematics and linkage which can be easily maintained and can easily be assembled and dismantled.

[0011] Further objective of the present invention is to provide the simulated steering system that would act and produce same amount of force and an opposite reaction  while maneuvering turns  terrains  hairpin bends on road.

[0012] The advantageous features of the present invention include its cost effectiveness  it’s simple design and modular construction which can easily be manufactured  easy accessibility to the common man due to its economic cost.

Brief Description of the Drawings

[0013] FIG.1 shows a perspective view of a simulated steering system  according to an exemplary embodiment of the present invention.

[0014] FIG.2 shows top view of the system.

[0015] FIG. 3 shows bottom view of the system.

[0016] FIG. 4a shows sectional view of the system of FIG. 2 along A-A.

[0017] FIG. 4b shows sectional view of the system of FIG.3 along B-B.

[0018] FIG. 5 is a schematic diagram of the system depicting the functional mechanism.

Detailed Description of the Invention

[0019] Exemplary embodiments of the present invention are directed towards a simulated steering system. For a fuller understanding of the nature and objects of the invention  reference should be had to the following detailed description taken in connection with the accompanying drawings.

[0020] FIG. 1 shows a perspective view of the simulated steering system. The system includes a first plate 102  a second plate 104  a third plate 106 and one or more side plates 108a  108b forming a rigid structure  a steering shaft 110  a first bearing bush 112  a second bearing bush 114  a first spring guide shaft 116  a second spring guide shaft 118  a guide rod 120  a nut( not visible)  a guide block 124  a first pair of guide blocks 126a  126b  a second pair of guide blocks 128a  128b  a first compression spring 130a  a second compression spring 130b  a drive gear 132  an output gear 134  a steering potentiometer 136  a first set of flanged bushes 146a 146b and a second set of flanged bushes 148a  148b  a linkage consisting of a bearing bush 138  a plate 140  a set of potentiometer pillar 142 with washer 150a  a clamp 144.

[0021] The first plate 102 and the second plate 104 houses the steering shaft 110. The steering shaft 110 is square threaded along its body with a front end 110a engaging to a steering wheel  and a rear end 110b engaging the drive gear 132. The front end 110a and the rear end 110b are plain two steps. The plain portions at front end 110a and the rear end 110b of the steering shaft 110 are fitted to the first plate 102 and the second plate 104 using the first bearing bush 112 and the second bearing bush 114 respectively. This engagement of the steering shaft 110 with the first plate 102 and the second plate 104 facilitate rotation of the shaft 110 with minimum friction and effort in the static equilibrium. The first bearing bush 112 overlays a first set of bearing (not shown) and the second bearing bush 114 overlays a second set of bearing (not shown).

[0022] The first set of bearings and the second set of bearings slides and stops over the plain portion at the front end 110a and the plain portion at the rear end 110b of the steering shaft 110 respectively for restricting the linear movement of the steering shaft 110.

[0023] The first spring guide shaft 116 and the second spring guide shaft 118 are rigidly fastened to the first plate 102 and the second plate 104 using a first set of flanged bushes 146a  146b  and a second set of flanged bushes 148a 148b. The first spring guide shaft 116 and the second spring guide shaft 118 embody the first compression spring 130a and the second compression spring 130b respectively. The first set of flanged bushes 146a and 146b are inserted at top and bottom end of the first spring guide shaft 116 while the second set of flanged bushes 148a and 148b are inserted at top and bottom end of the second spring guide shaft 118. The first set of flanged bushes 146a and 146b and the second set of flanged bushes 148a and 148b are bolted to the first pair of guide blocks 126a and 126b and the second pair of guide blocks 128a and 128b respectively. The first set of flanged bushes 146a and 146b and the second set of flanged bushes 148a and 148b acts as retainer of the first compression spring 130a and the second compression spring 130b when the first compression spring 130a and the second compression spring 130b undergoes compression or decompression due to clockwise or anticlockwise rotation of the steering wheel and during release of the steering wheel.

[0024] The nut having two pins 122a  122b fixed laterally is screwed at the midway of the steering shaft 110 over square threaded provisions provided thereof. The guide block 124 having a female threaded provision at its bottom portion is clamped on the nut and is guided through the guide rod 120 to restrict rotational motion of the nut 122 relative to rotary motion of the steering shaft 110  and limit linear movement of the nut relative to the steering wheel revolution. The guide rod 120 is rigidly fixed in parallel plane to the steering shaft 110  the first spring guide shaft 116 and the second spring guide shaft 118. This guide rod 120 ensures that there is no further movement of the nut after the steering wheel completed 3.5 revolutions.

[0025] The nut and the guide block 124 is placed at the midway of the steering shaft 110 enabling the nut and the guide block 124 to move a length equal to the 1.75 revolutions multiplied by the pitch of the steering shaft 110 towards upward direction and 1.75 revolutions multiplied by the pitch of the steering shaft 110 towards downward direction. The guide block 120 moves up and down in accordance with the direction of rotation of the steering wheel. Total traverse of the guide block 124 is limited to linear movement equal to 3.5 revolutions of the steering wheel.

[0026] The first pair of guide blocks 126a  126b with each guide block 126a  126b having precision machine slot at one end for engaging with the pin 122a. Each guide block 126a  126b is slidable over the next to a distance of 1.75 revolutions multiplied by the pitch of the steering shaft 110 towards upward direction or downward direction.

[0027] The second pair of guide blocks 128a  128b with each guide block 128a  128b having precision machine slot at one end for engaging with the pin 122b. Each guide block128a  128b is slidable over the next to a distance of 1.75 revolutions multiplied by the pitch of the steering shaft 110 towards upward direction or downward direction. These pins 122a and 122b laterally attached to the nut moves up and down when the steering shaft 110 rotates clockwise and anti clockwise directions respectively. When the steering wheel is rotated in clock wise direction then the pins 122a  122b  the nut  the guide block 124 and the guide blocks 126b  128b moves in the upward direction compressing the compression springs 130a  130b. Similarly  the pins 122a  122b  the nut  the guide block 124 and the guide blocks 126b  128b moves in the downward direction compressing the compression springs 130a  130b when the steering wheel is rotated in the anticlockwise direction.

[0028] The output gear 134 is fixed to the second plate 104 through the third bearing bush 138. The output gear 134 is engaged to and is driven by the drive gear 132 preferably a helical pinion.

[0029] The steering potentiometer 136 is engaged to the second plate 104 guided through the output gear 134 in accordance with an exemplary embodiment. However  a person skilled in the art will readily understand that the steering potentiometer 136 can directly be fixed at the rear end 110b of the steering shaft 110. The steering potentiometer 136 measures percentage of steering wheel revolutions. The drive gear 132 and the output gear 134 maintain a predefined gear ratio. The predefined gear ratio is preferably 3.5:1. This ratio is selected so as to match the prevalent revolution of steering wheels in present day vehicles.

[0030] As shown  a linkage having the plate 140  the set of potentiometer pillar 142(only one is visible) with washer 150a (only one is visible)  the clamp 144 is used for fixing the steering potentiometer 136 onto the second plate 104. However for a person skilled can readily understood any other linkage assembly may be used without departing from the scope of the invention. FIG. 1 further shows the third plate 106 which engages with the side plates 108a  108b to form the rigid structure. Additionally  an arrangement consisting of a set of ties 152a and 152b are also shown which facilitates clamping of the system to any other allied equipment in the vehicle.

[0031] FIG.2 – FIG.3 shows a top view and a bottom view of a steering simulation apparatus respectively. The top view shows a front end 110a of the steering shaft meant for engaging to a steering wheel  a first bearing bush 112 overlaying a first set of bearing 202 and clamped onto a first plate 102. As shown  the first bearing bush 112 holds plain portion of the front end 110a of the steering shaft. Further  as shown  a set of ties 152a  152b are attached on the first plate 102. Additionally  a flanged bush 146a from a first set of flanged bushes 146a  146b  and a flanged bush 148a from a second set of bushes 148a  148b are also shown which connects a first spring guide shaft 116 and a second spring guide shaft 118 to the first plate 102. Further  multiple side plates 108a and 108b engaging with the first plate 102  a second plate and a third plate for forming a rigid structure is shown.

[0032] In the bottom view  as shown  a second bearing bush 114 holds a plain portion of a rear end of the steering shaft  a drive gear 132 is engaged to the rear end of the steering shaft  an output gear 134 is operably engaged to the drive gear 132 and is fixed onto a second plate 104. The second bearing bush 114 is overlaid on a second set of bearing 302 and clamped on the second plate 104. Further  as shown  a linkage having a plate 140  a set of potentiometer pillars (not shown) with washers 150a  150b for fixing the plate 140 to the second plate 104 is shown  also a clamp 144 is used for fixing a steering potentiometer 136 to the second plate 104 wherein the steering potentiometer 136 is guided through the output gear 134. In addition  side plates 108a  108b  a set of ties 152a  152b are also shown. The third plate 106 in case of FIG. 1 is not shown for the purpose of clarity.

[0033] FIG. 4a - FIG. 4b are sectional views of a steering simulation apparatus of FIG. 2-FIG.3 along A-A and B-B depicting functioning of the present invention. The steering wheel (not shown) when rotated clockwise to take a right turn by an operator preferably a driver of an automobile driving simulator causes the nut 402 and the guide block 124 attached thereon to move in upward direction making the pins 122a  122b to move up .The pins 122a  122b pull the guide blocks 126b and 128b upwards while the other two guide blocks 126a and 128a remain static.

[0034] The upward movement of the guide block 126b and 128b forces the flanged bushes 146b and 148b to move in upward direction compressing the springs 130a  130b. The steering wheel rotates only 1.75 revolutions. At this point of time the guide block 124 will touch the first plate 102 or reach the first bearing bush 112. The steering potentiometer’s 136 reading will show the revolutions undertaken by the steering wheel. The operator can leave the steering wheel free after some revolution making the steering wheel to attain its original position. The removal of rotational force decompresses the first compression spring 130a and the second compression spring 130b thereby restoring the initial position of the steering shaft 110 and/or steering wheel. Normally the steering wheel should come back exactly to its original position showing the tyres orientation as straight. In order to bring the steering shaft 110 to the same position any play on the nut 402 must be avoided. This is achieved by providing the guide rod 120 and the springs through the pins 122a  122b moving in the guide blocks 126a and 128a.

[0035] Similarly  when the operator turns the steering wheel anti clock wise the nut 402 and the guide block 124 moves in downward direction pulling the guide blocks 126a and 128a down. It causes the flanged bushes 146a and 148a to push down the compression springs 130a  130b. The downward traverse of the guide block 124 is limited to a maximum of 1.75 revolutions of the steering wheel. The number 1.75 has been selected as random as the steering wheel revolution in present day vehicles are only 3 ½ rotations. It can easily be increased or reduced by simple adjustments in accordance with the demand of system of steering wheels in the vehicles.

[0036] A first set of bearings 202 and a second set of bearings 302 overlaid by a first bearing bush 112 and a second bearing bush 114 engage with the plain portion at the front end 110a of steering to restrict linear movement of the steering shaft 110.

[0037] Further  the rotary motion of the steering wheel causes a drive gear 132 to rotate in the same direction and an output drive 134 to rotate in opposite direction. The drive gear 132 and the output gear 134 maintain a predefined gear ratio of 3.5:1 so as to match the prevalent revolution of steering wheels in present day vehicles.

[0038] The rotation of the output gear 134 activates a steering potentiometer 136 engaged to the second plate 104 guided through the output gear 134 to count clockwise and/or counter clockwise revolution of the steering shaft 110  thereby the steering wheel. The predefined gear ratio of the drive gear 132 and the output gear 134 is aligned with resistance range of the steering potentiometer 136. The steering potentiometer 136 is mounted on the second plate 104 using a linkage having a plate 140  a clamp 144  and a set of potentiometer pillars 142a  142b with washers 150a and 150b respectively(FIG. 4b).

[0039] Referring to FIG. 5 is a schematic diagram showing functional mechanism of the simulated steering system. The steering wheel 502 is engaged to the front end of the steering shaft 110. When the steering wheel 502 rotates clockwise to take a right turn the nut and guide block moves in the upward direction. The guide block is clamped onto the nut and is capable of guiding through a guide rod 120. The movement of the nut in upward direction causes the pins attached laterally to the nut to move up. The upward moving pins then pull guide plates in the upward direction while the other two guide blocks remain static.

[0040] The upward movement of the guide plates causes the flanged bushes to move up compressing the springs 130a  130b. The steering wheel 502 can rotate only 1.75 revolutions. By the time the steering wheel 502 completes 1.75 revolutions  the guide block mounted on the nut will touch the first plate. Further  a steering potentiometer 136 is connected to the steering wheel shaft directly through a drive gear 132 with a linkage. The potentiometer gives analog/ graphic/ digital reading of the percentage of revolutions of steering wheel 502 clock wise or anti clock wise.

[0041] The steering potentiometer readings will show the revolutions undertaken by the steering wheel 502. The operator can leave the steering wheel 502 free after some revolutions. The steering wheel comes back to its original position due to decompression of the springs 130a  130b. Normally the steering wheel 502 should come back exactly to its original position showing the tyres orientation straight.

[0042] Similarly if the operator turns the steering wheel 502 anti clock wise to take a left turn the nut and drive block moves down  pulling the guide plates in the downward direction. This causes the flanged bushes to push down and compress the springs 130a  130b. The total downward traverse of the drive block is limited to a maximum of 1.75 revolutions of the steering wheel 502.

[0043] Alternatively  the present invention can also be embodied using a friction unit and an electric motor  as will be apparent by a person skilled in the art. The present invention as depicted in FIG. 1 can also be re-configured using the friction unit and the electric motor  wherein the friction unit and the motor would create the feel of original steering motion  and retain the steering wheel to its original position.

[0044] The invention described herein is not limited to utilization of a particular dimension or material of the steering shaft or any other components used. Further  although illustrative embodiments of the present invention have been described in detail herein with reference to accompanying drawings  it is to be understood that the invention is not limited to these precise embodiments and that various changes and modifications can be effective therein by one skilled in the art without departing from the scope and spirit of the present invention as defined by the appended claims.

CLAIMS

What is claimed is:

1.A simulated steering system  comprising:

a first plate(102)  a second plate(104)  a third plate(106)  and one or more side plates(108a 108b) configured to form a rigid structure;

a steering shaft(110) with a threaded body comprising

a front end(110a) with a first plain portion  wherein the first plain portion being attached to the first plate (102) through a first bearing bush(112) overlaying a first set of bearings(202); and

a rear end(110b) with a second plain portion  wherein the second plain portion being attached to the second plate (104) through a second bearing bush(114) overlaying a first set of bearings(302);

a nut(402) with a pair of pins(122a 122b) attached laterally  engages the steering shaft(110) at midway and moves linearly relative to the clock wise and anti clock wise rotation of the steering shaft(110);

a guide block(124) clamped on the nut(122) and capable of guiding through a guide rod(120) for limiting the clockwise and anti clockwise rotation of the nut(402) relative to rotary motion of the steering shaft (110);

a first spring guide rod (116)  embodying a first compression spring (130a) is rigidly fastened to the first plate(102) using a first set of flanged bushes(146a 146b);

a second spring guide rod (118)  embodying a second compression spring (130b) is rigidly fastened to the second plate(104) using a second set of flanged bushes(148a 148b);

a first pair of guide blocks(126a 126b) having slots for engaging the pin (122a)  wherein each guide block(126a 126b) is slidable over the next to a predetermined distance;

a second pair of guide block(128a 128b) having slots for engaging the pin (122b)  wherein each of the guide block(128a 128b) is slidable over the next to the predetermined distance;

an output gear(134) adapted to engage and be driven by the drive gear(132) is fixed onto the second plate(104) through a third bearing bush(138); and

a steering potentiometer(136) engaged to the second plate(104) guided through the output gear(134) to present percentage of revolution of the steering shaft(110)  thereby the steering wheel.

2.The system of claim 1  wherein the guide rod (120) is rigidly fixed in parallel plane to the steering shaft (110)  the first spring guide shaft (116) and the second spring guide shaft (118).

3.The system of claim 1  wherein each guide block (126a  126b) is slidable over the next to the predetermined distance equal to 1.75 revolutions of steering wheel multiplied by the pitch of the steering shaft (110) towards an upward direction or a downward direction.

4.The system of claim 1  wherein the first set of flanged bushes (146a  146b) and the second set of flanged bushes (148a  148b) are capable of retaining original position of the first compression spring (130a) and the second compression spring (130b).

5.The system of claim 1 further comprising a linkage having a plate(140)  a set of potentiometer pillar(142a 142b) with washers (150a 150b)  and a clamp(144) for fixing the steering potentiometer(136) to the second plate (104).

6.The system of claim 1  wherein the drive gear (132) and the output gear (134) is capable of maintaining a predefined gear ratio relative to a resistance range of the steering potentiometer (136).

7.The system of claim 1  wherein the nut (402) movement is controlled and limited to 1.75 revolutions clockwise and 1.75 revolutions anti clock wise of the steering wheel.

8.The system of claim 1 is capable of being configured using a friction unit and an electric motor wherein the friction unit and the motor create the feel of original steering motion and retains the steering wheel to its original position.

9.A simulated steering system  comprising:

a first plate(102)  a second plate(104)  a third plate(106)  and one or more side plates(108a 108b) configured to form a rigid structure;

a steering shaft(110) with a threaded body comprising

a front end(110a) with a first plain portion  wherein the first plain portion being attached to the first plate (102) through a first bearing bush(112) overlaying a first set of bearings(202); and

a rear end(110b) with a second plain portion  wherein the second plain portion being attached to the second plate (104) through a second bearing bush(114) overlaying a first set of bearings(302);

a nut(402) with a pair of pins(122a 122b) attached laterally  engages the steering shaft(110) at midway and moves linearly relative to the clock wise and anti clock wise rotation of the steering shaft(110);

a guide block(124) clamped on the nut(122) and capable of guiding through a guide rod(120) for limiting the clockwise and anti clockwise rotation of the nut(402) relative to rotary motion of the steering shaft (110);

a first spring guide rod (116)  embodying a first compression spring (130a) is rigidly fastened to the first plate(102) using a first set of flanged bushes(146a 146b);

a second spring guide rod (118)  embodying a second compression spring (130b) is rigidly fastened to the second plate(104) using a second set of flanged bushes(148a 148b);

a first pair of guide blocks(126a 126b) having slots for engaging the pin (122a)  wherein each guide block(126a 126b) is slidable over the next to a predetermined distance;

a second pair of guide block(128a 128b) having slots for engaging the pin (122b)  wherein each of the guide block(128a 128b) is slidable over the next to the predetermined distance;

an output gear(134) adapted to engage and be driven by the drive gear(132) is fixed onto the second plate(104) through a third bearing bush(138); and

a steering potentiometer 136 engaged to the steering shaft 110 through a drive gear 132 to present percentage of revolution of the steering shaft(110)  thereby the steering wheel.

10.The system of claim 1 further comprising a linkage having a plate(140)  a set of potentiometer pillar(142a 142b) with washers (150a 150b)  and a clamp(144) for fixing the steering potentiometer(136) to the second plate (104).