CN114684250B - Vehicle steering system and vehicle with same - Google Patents

Vehicle steering system and vehicle with same Download PDF

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Publication number
CN114684250B
CN114684250B CN202011630560.7A CN202011630560A CN114684250B CN 114684250 B CN114684250 B CN 114684250B CN 202011630560 A CN202011630560 A CN 202011630560A CN 114684250 B CN114684250 B CN 114684250B
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China
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shaft
section
steering system
vehicle steering
limiting
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CN114684250A (en
Inventor
张鹏
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BYD Co Ltd
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BYD Co Ltd
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Priority to CN202011630560.7A priority Critical patent/CN114684250B/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/22—Alternative steering-control elements, e.g. for teaching purposes

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Steering Mechanism (AREA)

Abstract

The invention discloses a vehicle steering system and a vehicle with the same, wherein the vehicle steering system comprises: a housing; the transmission shaft is arranged in the shell, and at least one part of the transmission shaft can rotate relative to the shell; the hand feeling simulation mechanism comprises a driving assembly and a driven piece, the driving assembly is arranged on the shell, the driven piece is matched with the driving assembly and is fixed on the transmission shaft, and the driving assembly is in transmission connection with the transmission shaft through the driven piece to simulate the hand feeling when the transmission shaft transmits torque; the angle limiting mechanism comprises a rotating piece, the rotating piece is fixed on the driven piece, and the rotating piece is used for limiting the maximum rotating angle of the transmission shaft. The vehicle steering system can be used for simulating the real hand feeling such as steering damping sense, correcting force and the like, and realizing the angle limit of the transmission shaft when the transmission shaft breaks torque transmission. In addition, the structure of the vehicle steering system is more compact, the volume is smaller, and the occupied space of the vehicle steering system can be reduced.

Description

Vehicle steering system and vehicle with same
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle steering system and a vehicle with the same.
Background
In the related art, a driving simulation system such as a steering system of a game car has no mechanical connection between a transmission shaft and a steering gear, steering hand feeling during real driving cannot be well simulated, the transmission shaft can be rotated by applying smaller acting force to the transmission shaft, user simulation driving experience is poor, and occupied space of the steering system is large, so that the volume of the whole driving simulation system can be increased.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present invention is to provide a steering system for a vehicle, which can simulate the feel of a real driving when a transmission shaft breaks torque transmission, and has a compact structure and a small occupied space.
Another object of the present invention is to provide a vehicle with the above steering system.
The vehicle steering system according to the embodiment of the first aspect of the invention includes: a housing; a drive shaft, at least a portion of which is disposed within the housing, and which is rotatable relative to the housing; the hand feeling simulation mechanism comprises a driving assembly and a driven piece, the driving assembly is arranged on the shell, the driven piece is matched with the driving assembly and is fixed on the transmission shaft, and the driving assembly is in transmission connection with the transmission shaft through the driven piece so as to simulate hand feeling when the transmission shaft transmits torque; the angle limiting mechanism comprises a rotating piece, wherein the rotating piece is fixed on the driven piece and is used for limiting the maximum rotation angle of the transmission shaft.
According to the vehicle steering system provided by the embodiment of the invention, the hand feeling simulation mechanism comprising the driving component and the driven component is arranged, and the driving component is in transmission connection with the transmission shaft through the driven component so as to simulate the hand feeling when the transmission shaft transmits torque. Moreover, by arranging the angle limiting mechanism comprising the rotating piece and the rotating piece for limiting the maximum rotation angle of the transmission shaft, the angle limiting of the transmission shaft can be realized when the transmission shaft breaks torque transmission, and when the vehicle steering system is a driving simulation system, the steering wheel can be prevented from rotating at will, so that the simulated driving experience of a user can be improved; when the steering system of the vehicle is a steer-by-wire system, the damage to the parts such as the clock spring, the angle sensor and the like caused by the random rotation of the transmission shaft can be avoided. In addition, through making the rotating member fixed on the driven member, the structure of whole vehicle steering system is compacter to make vehicle steering system's volume less, can reduce vehicle steering system's occupation space, make things convenient for the spatial layout of other spare part in the vehicle, and can increase driver's shank activity space.
According to some embodiments of the invention, the follower, the rotator and the drive shaft are coaxially arranged.
According to some embodiments of the invention, the drive assembly comprises: an analog driver having an output shaft, the analog driver being disposed on the housing; the driving piece is fixed on the output shaft, and the driven piece is matched with the driving piece.
According to some embodiments of the invention, the rotating member is provided with at least one rotation angle limiting structure; the angle limiting mechanism further comprises: the limiting piece is provided with a first limiting part and a second limiting part, the rotating piece rotates and drives the limiting piece to move so that the corner limiting structure is abutted to one of the first limiting part and the second limiting part, the rotating piece is located at a first limit position when the corner limiting structure is abutted to the first limiting part, and the rotating piece is located at a second limit position when the corner limiting structure is abutted to the second limiting part.
According to some embodiments of the invention, the rotating member is provided with a spiral groove, the limiting member is provided with a matching shaft, the matching shaft is movably matched in the spiral groove, and the rotating member drives the limiting member to move through the matching shaft when the rotating member rotates between the first limit position and the second limit position.
According to some embodiments of the invention, the spiral groove comprises a first matching section, a second matching section and a third matching section which are sequentially connected from inside to outside, the rotating piece is located at the first limit position or the second limit position when the matching shaft is located at the free end of any one of the first matching section and the third matching section, the first matching section and the third matching section are in circular arc-shaped extension, the second matching section is in plane spiral line extension, the circumferential length of the second matching section is larger than that of the first matching section, and the circumferential length of the second matching section is larger than that of the third matching section.
According to some embodiments of the invention, the spiral groove comprises a fourth matching section, a fifth matching section, a sixth matching section, a seventh matching section and an eighth matching section which are sequentially connected from inside to outside, the rotating piece is located at the first limit position or the second limit position when the matching shaft is located at the free end of any one of the fourth matching section and the eighth matching section, the fourth matching section, the sixth matching section and the eighth matching section all extend in a circular arc shape, the fifth matching section and the seventh matching section all extend in a spiral line, and the sixth matching section is located at the middle of the spiral groove in the extending direction of the spiral groove.
According to some embodiments of the invention, the central angle of the sixth mating segment is θ 1 Wherein, the theta 1 The method meets the following conditions: theta of 160 DEG or less 1 ≤200°。
According to some embodiments of the invention, the spiral groove includes a plurality of ninth mating segments and a plurality of tenth mating segments, the rotating member is located at the first limit position or the second limit position when the mating shaft is located at a free end of any one of the ninth mating segments at both ends of the spiral groove in an extending direction of the spiral groove, each of the ninth mating segments extends in a circular arc shape, each of the tenth mating segments is connected between two adjacent ninth mating segments, and the two adjacent ninth mating segments smoothly transition through the tenth mating segments.
According to some embodiments of the invention, the angle limiting mechanism further comprises: the fixed part is provided with a groove, the limiting part is movably matched in the groove, and the limiting part moves in the groove when the rotating part rotates.
According to some embodiments of the invention, the vehicle steering system further comprises: the clutch device comprises a transmission shaft, a steering transmission shaft and a clutch driving mechanism, wherein the transmission shaft is connected with the steering transmission shaft, any one of the transmission shaft and the steering transmission shaft comprises a first shaft section and a second shaft section, the clutch driving mechanism drives the first shaft section to move between a combination position and a separation position, the first shaft section is combined with the second shaft section and transmits steering torque when in the combination position, and the first shaft section is separated from the second shaft section and breaks transmission of the steering torque when in the separation position.
According to some embodiments of the invention, the clutch device further comprises: the sleeve is arranged in the shell and sleeved on the first shaft section; the clutch driving mechanism comprises a driving device and a transmission mechanism, and the driving device is in transmission connection with the sleeve through the transmission mechanism so as to drive the sleeve to drive the first shaft section to axially move relative to the shell.
A vehicle according to an embodiment of the second aspect of the present invention includes a vehicle steering system according to the embodiment of the first aspect of the present invention described above.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
FIG. 1 is a partial perspective view of a vehicle steering system according to an embodiment of the present invention;
FIG. 2 is a partial perspective view of another angle of the vehicle steering system shown in FIG. 1;
FIG. 3 is a schematic illustration of the cooperation of a feel simulation mechanism and a drive shaft of a vehicle steering system according to an embodiment of the present invention;
FIG. 4 is a schematic illustration of the engagement of a feel simulation mechanism of a vehicle steering system with another angle of a drive shaft in accordance with an embodiment of the present invention;
FIG. 5 is a schematic view of an assembly of a driven member, a rotating member, and a drive shaft of a vehicle steering system according to an embodiment of the present invention;
FIG. 6 is a schematic structural view of a vehicle steering system according to an embodiment of the present invention;
FIG. 7 is a cross-sectional view taken along line A-A of FIG. 6;
FIG. 8 is an enlarged view of portion B of FIG. 7;
FIG. 9 is another schematic structural view of a vehicle steering system according to an embodiment of the present invention;
FIG. 10 is a cross-sectional view taken along line C-C of FIG. 9;
FIG. 11 is an enlarged view of portion D of FIG. 10;
FIG. 12 is a perspective view of a vehicle steering system according to another embodiment of the invention;
FIG. 13 is another angular perspective view of the vehicle steering system shown in FIG. 12;
FIG. 14 is a schematic structural view of the vehicle steering system shown in FIG. 12;
FIG. 15 is a cross-sectional view taken along line E-E of FIG. 14;
FIG. 16 is a schematic view of another angle configuration of the vehicle steering system shown in FIG. 12;
FIG. 17 is a cross-sectional view taken along line F-F in FIG. 16;
FIG. 18 is an assembled schematic view of a rotating member, a propeller shaft, a stationary member, and a limiter of a vehicle steering system according to an embodiment of the present invention;
FIG. 19 is a schematic view of the connection of a rotor and a drive shaft according to an embodiment of the invention;
FIG. 20 is a perspective view of a mount according to an embodiment of the present invention;
FIG. 21 is a perspective view of a stop member according to an embodiment of the present invention;
FIG. 22 is a schematic view illustrating assembly of a retainer and a fixture according to an embodiment of the present invention;
fig. 23 is a schematic structural view of a rotary member according to an embodiment of the present invention;
FIG. 24 is a schematic view of a helical groove according to an embodiment of the invention;
FIG. 25 is a schematic view of a helical groove according to another embodiment of the invention;
FIG. 26 is a schematic view of a helical groove according to yet another embodiment of the invention;
FIG. 27 is a schematic perspective view of a vehicle steering system according to yet another embodiment of the present invention;
FIG. 28 is a schematic partial cross-sectional view of the vehicle steering system shown in FIG. 27 with the first axle segment in the engaged position;
FIG. 29 is another partial cross-sectional schematic view of the vehicle steering system shown in FIG. 27 with the first shaft section in a disengaged position;
FIG. 30 is a schematic cross-sectional view of the clutch device of the vehicle steering system shown in FIG. 27 with the first shaft section in the engaged position;
FIG. 31 is another cross-sectional schematic view of the clutch device of the vehicle steering system shown in FIG. 27 with the first shaft section in the disengaged position;
FIG. 32 is a schematic partial cross-sectional view of a vehicle steering system with a first axle segment in a coupled position in accordance with yet another embodiment of the invention;
FIG. 33 is another partial cross-sectional schematic view of the vehicle steering system shown in FIG. 32 with the first shaft section in a disengaged position;
FIG. 34 is a schematic cross-sectional view of the clutch device of the vehicle steering system shown in FIG. 32 with the first shaft section in the engaged position;
FIG. 35 is another cross-sectional schematic view of the clutch device of the vehicle steering system shown in FIG. 32 with the first shaft section in the disengaged position.
Reference numerals:
100: a vehicle steering system;
1: a housing; 2: a transmission shaft; 21: a first shaft section; 211: a first mating portion;
212: a second mating portion; 22: a second shaft section; 3: a hand feeling simulation mechanism;
31: a drive assembly; 311: an analog driver; 312: a driving member; 32: a follower;
4: an angle limiting mechanism; 41: a rotating member; 411: a helical groove;
4111: a first mating segment; 4112: a second mating section; 4113: a third mating section;
4114: a fourth mating segment; 4115: a fifth mating segment; 4116: a sixth mating segment;
4117: a seventh mating segment; 4118: an eighth mating segment; 4119: a ninth mating segment;
4120: a tenth mating segment; 412: a corner limiting structure; 42: a limiting piece; 421: a mating shaft;
422: a limit groove; 423: a bump structure; 43: a fixing member; 431: a groove;
5: a clutch device; 51: a clutch driving mechanism; 511: a driving device;
512: a transmission mechanism; 5121: a first lead screw; 5122: a first nut; 52: a sleeve;
521: a stop flange; 53: a first bearing; 54: a second bearing; 55: a resilient biasing member;
56: a sliding bearing; 57: a stopper; 58: and (5) a circlip.
Detailed Description
Embodiments of the present invention will be described in detail below, by way of example with reference to the accompanying drawings.
A vehicle steering system 100 according to an embodiment of the first aspect of the invention is described below with reference to fig. 1-35.
As shown in fig. 1 to 26, a vehicle steering system 100 according to an embodiment of the first aspect of the present invention includes a housing 1, a propeller shaft 2, a feel simulation mechanism 3, and an angle limiting mechanism 4.
At least a portion of the transmission shaft 2 is arranged in the shell 1, the transmission shaft 2 is rotatable relative to the shell 1, the hand feeling simulation mechanism 3 comprises a driving component 31 and a driven component 32, the driving component 31 is arranged on the shell 1, the driven component 32 is matched with the driving component 31 and is fixed on the transmission shaft 2, and the driving component 31 is in transmission connection with the transmission shaft 2 through the driven component 32 so as to simulate the hand feeling when the transmission shaft 2 transmits torque.
For example, with reference to fig. 1-11, since the follower 32 is fixedly coupled to the drive shaft 2, when the drive shaft 2 rotates, the follower 32 rotates with the drive shaft 2. When the driver controls the steering wheel of the vehicle to drive the transmission shaft 2 and the driven member 32 to steer, the driving assembly 31 can provide a moment opposite to the rotation direction of the driven member 32, so as to provide resistance to the rotation of the driven member 32 and the transmission shaft 2 for simulating steering damping sense; when the driver controls the steering wheel of the vehicle to drive the drive shaft 2 and the driven member 32 to return, the driving assembly 31 can provide a moment in the same direction as the rotation direction of the driven member 32, thereby providing assistance to the rotation of the driven member 32 and the drive shaft 2 for simulating the return force. Therefore, by matching the driven member 32 with the driving component 31, the driving device can be used for simulating the real hand feeling such as steering damping feeling and aligning force when the transmission shaft 2 transmits steering torque when the transmission shaft 2 breaks the steering torque transmission, and can improve the game experience and ensure the authenticity of the simulation when the vehicle steering system 100 is a steering system of a driving simulation system such as a game vehicle.
Referring to fig. 7 to 11, the angle limiting mechanism 4 includes a rotation member 41, the rotation member 41 being fixed to the driven member 32, the rotation member 41 being configured to define a maximum rotation angle of the transmission shaft 2. By the arrangement, the angle limit of the transmission shaft 2 can be realized when the transmission shaft 2 breaks torque transmission, and when the vehicle steering system 100 is a steering system of a driving simulation system such as a game car, the random rotation of a steering wheel can be avoided, so that the simulation authenticity is further improved; when the vehicle steering system 100 is a steer-by-wire system, it is possible to avoid damage to components such as a clock spring and an angle sensor due to random rotation of the drive shaft 2, so that the service life of the vehicle can be prolonged, and the driving safety can be improved. Moreover, since the rotating member 41 is fixed to the driven member 32, the overall structure of the feel simulation mechanism 3 and the angle limiting mechanism 4 is more compact, so that the occupied space of the feel simulation mechanism 3 and the angle limiting mechanism 4 can be reduced, and the volume of the entire vehicle steering system 100 can be reduced.
It should be noted that the above-mentioned "steer-by-wire system" refers to the vehicle steering system 100 in which the conventional mechanical connection between the steering wheel and the steered wheels (in which the transmission shaft 2 and the steering are disconnected from transmitting steering torque), signals are transmitted through the data bus, and feedback commands are obtained from the steering control system, is canceled.
According to the vehicle steering system 100 of the embodiment of the invention, by arranging the hand feeling simulation mechanism 3 comprising the driving component 31 and the driven component 32, and enabling the driving component 31 to be in transmission connection with the transmission shaft 2 through the driven component 32 so as to simulate the hand feeling when the transmission shaft 2 transmits torque, when the vehicle steering system 100 is a steer-by-wire system, a driving simulation system and the like, the vehicle steering system 100 can be used for simulating the actual steering hand feeling such as steering damping feeling, correcting force and the like. Moreover, by providing the angle limiting mechanism 4 including the rotating member 41 and the rotating member 41 for limiting the maximum rotation angle of the drive shaft 2, the angle limiting of the drive shaft 2 can be realized when the drive shaft 2 is disconnected from torque transmission, and when the vehicle steering system 100 is a driving simulation system, the steering wheel can be prevented from rotating at will, so that the simulated driving experience of the user can be improved; when the vehicle steering system 100 is a steer-by-wire system, damage to components such as a clock spring and an angle sensor due to random rotation of the propeller shaft 2 can be avoided. In addition, by fixing the rotating member 41 to the driven member 32, the structure of the entire vehicle steering system 100 can be made more compact, so that the volume of the vehicle steering system 100 can be made smaller, the occupied space of the vehicle steering system 100 can be reduced, the spatial layout of other parts in the vehicle can be facilitated, and the leg movement space of the driver can be increased.
In some embodiments of the invention, as shown in fig. 3-5, the follower 32, the rotator 41 are arranged coaxially with the drive shaft 2. For example, in the examples of fig. 3 to 5, the driven member 32 and the rotating member 41 are both sleeved on the transmission shaft 2, and when the transmission shaft 2 rotates, the driven member 32 and the rotating member 41 may rotate together with the transmission shaft 2 around the central axis of the transmission shaft 2. The follower 32 and the rotating member 41 thus provided are thus arranged in a simple manner, and the space occupied in the radial direction of the propeller shaft 2 can be reduced, thereby making the structure of the vehicle steering system 100, such as a driving simulation system, more compact and small. Moreover, the follower 32 and the rotating member 41 can rotate along the center axis of the propeller shaft 2, so that the feel of the propeller shaft 2 transmitting torque when the propeller shaft 2 is disconnected from the torque transmission can be more reliably simulated and the maximum rotation angle of the propeller shaft 2 is defined.
In some embodiments of the present invention, in conjunction with fig. 3-5, the drive assembly 31 includes an analog driver 311 and a driving member 312. Specifically, the analog driver 311 has an output shaft, the analog driver 311 is provided on the housing 1, the driving member 312 is fixed to the output shaft, and the driven member 32 is engaged with the driving member 312.
Thus, when the driver controls the steering wheel of the vehicle to drive the transmission shaft 2 and the driven member 32 to steer, the analog driver 311 drives the output shaft to drive the driving member 312 to rotate and provide a moment opposite to the rotation direction of the driven member 32, thereby providing resistance to the rotation of the driven member 32 for simulating the steering damping sense; when the driver controls the steering wheel of the vehicle to drive the transmission shaft 2 and the driven member 32 to return, the analog driver 311 drives the driving member 312 to rotate and provides a moment in the same direction as the driven member 32, thereby providing an assist force for the rotation of the driven member 32 for simulating the return force. In addition, when the analog driver 311 alternately rotates forward and backward at a high frequency, a vibration presenting function may be implemented for simulating a vibration feeling or presenting the driver when the driver is tired. In addition, the driving assembly 31 thus provided is simple in structure and easy to realize while ensuring the authenticity of the simulation. The analog driver 311 may be a hand motor. But is not limited thereto.
In some alternative embodiments of the invention, the vehicle steering system 100 further includes a detector (not shown) and a controller (not shown). Specifically, the detector is for detecting at least one of a rotation direction of the propeller shaft 2, a traveling road condition of the vehicle, a traveling posture of the vehicle, and whether the driver is driving safely, and the controller communicates with the detector and the driving assembly 31, respectively.
For example, when the detector is used to detect the rotational direction of the propeller shaft 2, if the propeller shaft 2 is turned, the controller controls the drive assembly 31 to provide resistance that resists the turning of the propeller shaft 2; if the drive shaft 2 is being returned, the controller controls the drive assembly 31 to provide assistance to assist in returning the drive shaft 2. When the detector is used for detecting the running road condition of the vehicle and/or the running gesture of the vehicle, the detector can send a moment signal to the controller according to the running road condition of the vehicle and/or the running gesture of the vehicle, and the controller can control the driving assembly 31 to provide the road feel simulation moment for simulating the transmission of the road feel moment by the transmission shaft 2 according to the moment signal. When the detector is used to detect whether the driver is driving safely, if the detector detects that driving is at risk for safety, the controller controls the drive assembly 31 to provide a vibratory force that drives the propeller shaft 2 alternately in forward and reverse directions for prompting the driver.
Therefore, by arranging the detector and the controller, the hand feeling simulation mechanism 3 can simulate steering damping sense, aligning force, road feeling simulation moment, vibration sense and the like when the transmission shaft 2 transmits torque when the transmission shaft 2 breaks torque transmission, so that simulation authenticity can be improved. When the vehicle steering system 100 is a driving simulation system, the simulated driving experience of a user can be effectively improved, and when the vehicle steering system 100 is a steer-by-wire system, the operability of the vehicle can be improved, and the driving safety is ensured.
In some embodiments of the present invention, as shown in fig. 5, 8, 11 and 21, at least one rotation angle limiting structure 412 is provided on the rotating member 41. The angle limiting mechanism 4 further comprises a limiting piece 42, a first limiting portion and a second limiting portion are arranged on the limiting piece 42, the rotating piece 41 rotates and drives the limiting piece 42 to move so that the corner limiting structure 412 abuts against one of the first limiting portion and the second limiting portion, the rotating piece 41 is located at a first limiting position when the corner limiting structure 412 abuts against the first limiting portion, and the rotating piece 41 is located at a second limiting position when the corner limiting structure 412 abuts against the second limiting portion.
For example, when the driver manipulates the steering wheel of the vehicle to drive the transmission shaft 2 to rotate in a first rotation direction, for example, clockwise, the rotating member 41 may rotate along with the transmission shaft 2 in the first rotation direction and drive the limiting member 42 to move in the first direction, when the rotation angle limiting structure 412 abuts against the first limiting portion, the rotating member 41 rotates to a first limit position, at this time, the rotating member 41 cannot rotate further in the first rotation direction, and can only rotate in a second rotation direction opposite to the first rotation direction, for example, anticlockwise, so that the angle limitation of the transmission shaft 2 in the first rotation direction can be realized; when the driver controls the steering wheel of the vehicle to drive the transmission shaft 2 to rotate along the second rotation direction, for example, anticlockwise, the rotating member 41 can rotate along with the transmission shaft 2 along the second rotation direction and drive the limiting member 42 to move along the direction opposite to the first direction, and when the rotation angle limiting structure 412 is stopped by the second limiting portion, the rotating member 41 rotates to the second limit position, at this time, the rotating member 41 cannot rotate further along the second rotation direction and can only rotate along the first rotation direction, so that the angle limitation of the transmission shaft 2 along the second rotation direction can be realized.
Therefore, when the rotating member 41 is located at the first limit position and the second limit position, the rotation angle limiting structure 412 can be abutted against the first limiting portion or the second limiting portion, so that further rotation of the rotating member 41 and further movement of the limiting member 42 can be limited, and therefore, rotation angle limiting of the transmission shaft 2 can be achieved.
In some alternative embodiments of the present invention, as shown in fig. 19, 21 and 23, the stopper 42 is formed with a stopper groove 422, and two pairs of first stopper portions and second stopper portions are provided, one pair being provided on the outer circumferential surface of the stopper 42 and the other pair being provided on the side wall of the stopper groove 422. For example, in the examples of fig. 19, 21 and 23, the rotation angle limiting structure 412 is a protruding block provided on the rotating member 41. The outer peripheral surface of the limiting piece 42 is provided with a protruding structure 423, two ends of the protruding structure 423 in the circumferential direction are respectively provided with a pair of first limiting portions and second limiting portions, and the other pair of first limiting portions and second limiting portions are limiting protrusions arranged on the side wall of the limiting groove 422.
Therefore, by arranging the first limiting portion and the second limiting portion in two pairs, when the rotating member 41 rotates to the first limiting position and the second limiting position, effective limiting of the rotating member 41 can be achieved, limiting failure caused by damage of one of the first limiting portion or the second limiting portion is avoided, and limiting reliability of the vehicle steering system 100 can be ensured.
In some embodiments of the present invention, referring to fig. 8, 11 and 23, a spiral groove 411 is formed on the rotating member 41, a matching shaft 421 is formed on the limiting member 42, the matching shaft 421 is movably matched in the spiral groove 411, and the rotating member 41 drives the limiting member 42 to move through the matching shaft 421 when the rotating member 41 rotates between the first limit position and the second limit position. For example, in the example of fig. 11, the left end of the fitting shaft 421 is connected to the stopper 42, and the right end of the fitting shaft 421 is fitted in the spiral slot 411 and is movable within the spiral slot 411. During the rotation of the rotating member 41, the engaging shaft 421 moves in the spiral groove 411 relative to the spiral groove 411 to drive the limiting member 42 to move. The coupling shaft 421 may be located at one of the circumferential ends of the screw groove 411 when the rotation member 41 rotates to the first limit position, and the coupling shaft 421 may be located at the other of the circumferential ends of the screw groove 411 when the rotation member 41 rotates to the second limit position.
Therefore, by arranging the spiral groove 411 and the matching shaft 421, the rotating member 41 can drive the limiting member 42 to move while rotating, and the spiral groove 411 can extend spirally smoothly, so that the matching shaft 421 moves in the spiral groove 411 more stably, the friction force between the rotating member 41 and the matching shaft 421 is basically consistent in the steering process of a steering wheel controlled by a driver, and the driving comfort of the driver can be effectively improved.
Alternatively, the rotation angle of the spiral slot 411 in the circumferential direction of the rotary member 41 is α, where α satisfies: alpha is more than or equal to 720 degrees and less than or equal to 1440 degrees. Specifically, for example, when α < 720 °, the rotation angle of the spiral slot 411 in the circumferential direction of the rotator 41 is too small, and the rotation angle of the rotator 41 may not meet the steering demand of the vehicle; when α > 1440 °, the rotation angle of the spiral groove 411 in the circumferential direction of the rotor 41 is excessively large, which increases the difficulty of processing the spiral groove 411. Thus, by providing the rotation angle α of the rotation member 41 when the rotation member 41 is rotated from the first limit position to the second limit position or from the second limit position to the first limit position, it is satisfied that: the angle alpha is more than or equal to 720 degrees and less than or equal to 1440 degrees, the large-angle limit of the transmission shaft 2 can be realized, the steering requirement of a vehicle can be effectively met, and the processing difficulty of the spiral groove 411 can be reduced, so that the manufacturing cost can be reduced.
Alternatively, the rotation angle α may be 900 °. So set up, the biggest rotation angle of steering wheel is 2.5 circles, and the biggest 450 or anticlockwise rotation 450 that can rotate clockwise when the steering wheel is in 0 intermediate position promptly, when realizing that the corner is spacing, can effectively satisfy the steering demand of vehicle, and make things convenient for the processing manufacturing of rotating member 41.
Of course, the invention is not limited thereto, and the rotation angle α may be other angles. It will be appreciated that the specific value of α may be specifically set according to the actual requirements, such as the steering requirement of the vehicle and the application scenario, so as to better satisfy the actual application.
In some embodiments of the present invention, as shown in fig. 26, the spiral slot 411 includes a first mating segment 4111, a second mating segment 4112, and a third mating segment 4113 sequentially connected from inside to outside, the rotor 41 is located at a first limit position or a second limit position when the mating shaft 421 is located at a free end of any one of the first mating segment 4111 and the third mating segment 4113, the first mating segment 4111 and the third mating segment 4113 each extend in a circular arc shape, the second mating segment 4112 extends in a planar spiral shape, a circumferential length of the second mating segment 4112 is greater than a circumferential length of the first mating segment 4111, and a circumferential length of the second mating segment 4112 is greater than a circumferential length of the third mating segment 4113. Here, the direction "in" is understood to be a direction toward the center of the rotating member 41, and the opposite direction is defined as "out", i.e., a direction away from the center of the rotating member 41.
For example, in the example of fig. 26, the broken line portion is a second mating segment 4112, and the first mating segment 4111 and the third mating segment 4113 are connected to both ends of the second mating segment 4112, respectively. Thus, when the rotating member 41 rotates to be adjacent to the first limit position or the second limit position, the engaging shaft 421 is engaged with the first engaging section 4111 or the third engaging section 4113, and since the first engaging section 4111 and the third engaging section 4113 each extend in a circular arc shape, a component force generated between the rotating member 41 and the engaging shaft 421 in the radial direction of the rotating member 41 can be avoided, and thus a radial load can be avoided, so that only a rotational torque acts between the rotating member 41 and the engaging shaft 421 when the rotating member 41 rotates reversely from the first limit position or the second limit position. Moreover, since the second fitting section 4112 is spirally extended and has a large circumferential length, the movement of the fitting shaft 421 on the second fitting section 4112 is smooth, and the spiral groove 411 thus provided has a simple structure, the friction between the rotating member 41 of the propeller shaft 2 and the fitting shaft 421 is uniform when the propeller shaft 2 is turned, and the running of the vehicle is smooth when the vehicle is turned.
Alternatively, in connection with fig. 26, the central angle of the first mating segment 4111 may be less than 90 °, and the central angle of the third mating segment 4113 may be less than 90 °. So configured, the arc lengths of the first mating segment 4111 and the third mating segment 4113 are smaller, so that the second mating segment 4112 between the first mating segment 4111 and the third mating segment 4113 may have a larger circumferential length, so that the mating length between the mating shaft 421 and the second mating segment 4112 is larger during the rotation of the rotor 41, and the entire operation of the angle limiting mechanism 4 may be smoother because the entire second mating segment 4112 extends smoothly in a planar spiral shape.
In other embodiments of the present invention, as shown in fig. 25, the spiral slot 411 includes a fourth mating segment 4114, a fifth mating segment 4115, a sixth mating segment 4116, a seventh mating segment 4117, and an eighth mating segment 4118 that are sequentially connected from inside to outside, the rotor 41 is located at a first limit position or a second limit position when the mating shaft 421 is located at a free end of any one of the fourth mating segment 4114 and the eighth mating segment 4118, the fourth mating segment 4114, the sixth mating segment 4116, and the eighth mating segment 4118 each extend in a circular arc shape, the fifth mating segment 4115 and the seventh mating segment 4117 each extend in a spiral shape, and the sixth mating segment 4116 is located at a middle of the spiral slot 411 in an extending direction of the spiral slot 411.
For example, in the example of fig. 25, the two-dot chain line portion is a sixth mating segment 4116, the broken line portion is a fifth mating segment 4115 and a seventh mating segment 4117, and the fifth mating segment 4115 and the seventh mating segment 4117 are connected to both ends of the sixth mating segment 4116, respectively. Thus, when the rotating member 41 rotates to be adjacent to the first limit position or the second limit position, the engaging shaft 421 is engaged with the fourth engaging section 4114 or the eighth engaging section 4118, and since the fourth engaging section 4114 and the eighth engaging section 4118 each extend in a circular arc shape, it is also possible to avoid a component force generated between the rotating member 41 and the engaging shaft 421 in the radial direction of the rotating member 41, and thus it is possible to avoid a radial load generated, so that only a rotational torque acts between the rotating member 41 and the engaging shaft 421 when the rotating member 41 rotates reversely from the first limit position or the second limit position. Moreover, since the sixth fitting segment 4116 extends in a circular arc shape and is located at the middle of the spiral groove 411, there is almost no friction load between the fitting shaft 421 and the sixth fitting segment 4116 when the steering wheel is rotated clockwise or counterclockwise from the centered position and the fitting shaft 421 is fitted to the sixth fitting segment 4116, so that friction loss can be prevented from occurring, further improving the service life of the vehicle steering system 100.
Further, as shown in fig. 25, the circumferential length of the fourth mating segment 4114 is smaller than the circumferential length of the sixth mating segment 4116, and the circumferential length of the eighth mating segment 4118 is smaller than the circumferential length of the sixth mating segment 4116. Thus, by making the circumferential lengths of the fourth mating segment 4114 and the eighth mating segment 4118 smaller, it is possible to reduce the difficulty in processing the fourth mating segment 4114 and the eighth mating segment 4118 while avoiding the generation of a component force between the rotating member 41 and the mating shaft 421 in the radial direction of the rotating member 41 when the rotating member 41 is rotated to the first limit position or the second limit position. By making the circumferential length of the sixth fitting section 4116 larger, it is possible to make no friction load between the fitting shaft 421 and the spiral groove 411 when the steering wheel rotates in a large range, so that loss can be effectively reduced, and reliability of the vehicle steering system 100 can be improved.
Alternatively, in conjunction with fig. 25, the circumferential length of the eighth mating segment 4118 may be less than the circumferential length of the fifth mating segment 4115, and the circumferential length of the eighth mating segment 4118 may be less than the circumferential length of the seventh mating segment 4117. Thus, the circumferential lengths of the fifth mating segment 4115 and the seventh mating segment 4117 are longer, so that the angular range that the entire angle limiting mechanism 4 can limit can be ensured to exceed 360 °, and when the mating shaft 421 is mated with the fifth mating segment 4115 or the seventh mating segment 4117, the rotation of the rotating member 41 can be more stable, so that the steering smoothness of the vehicle steering system 100 can be improved.
Alternatively, referring to fig. 25, the sixth mating segment 4116 has a central angle θ 1 Wherein θ 1 The method meets the following conditions: theta of 160 DEG or less 1 Less than or equal to 200 degrees. Specifically, for example, when θ 1 When < 160 °, the central angle of the sixth mating segment 4116 is too small, so that the mating length of the mating shaft 421 and the sixth mating segment 4116 is too small, and when the steering wheel rotates from the centered position to a small extent, other portions of the spiral slot 411, which are located outside the range of the sixth mating segment 4116, of the mating shaft 421 may be caused, so that friction load may be generated between the mating shaft 421 and the spiral slot 411, and reliability of the vehicle steering system 100 may be reduced; when theta is as 1 When the angle is more than 200 degrees, the central angle of the sixth mating segment 4116 is too large, so that the machining difficulty of the sixth mating segment 4116 is increased. Thus, by making θ 1 The method meets the following conditions: theta of 160 DEG or less 1 The central angle of the sixth matching section 4116 is more reasonable and is less than or equal to 200 degrees, on one hand, because the steering wheel rotates clockwise by theta from the central position 1 /2 or reverse timeNeedle rotation θ 1 The coupling shaft 421 can be always coupled in the sixth coupling section 4116 during/2, so that there is no friction loss between the coupling shaft 421 and the spiral groove 411 when the steering wheel rotates in a large range, and the service life of the vehicle steering system 100 can be improved; on the other hand, the sixth mating segment 4116 thus provided is simple in structure and convenient to machine, so that the machining difficulty of the whole spiral groove 411 can be reduced, and the cost can be reduced.
Further alternatively, θ 1 May be 180 °. Thus, when the angle limiting mechanism 4 is applied to the vehicle steering system 100, the engaging shaft 421 can be engaged in the sixth engaging segment 4116 when the steering wheel is rotated within 90 ° clockwise or counterclockwise from the centered position, and the sixth engaging segment 4116 thus provided can effectively reduce the wear inside the angle limiting mechanism 4 because the steering wheel is operated at a small angle near the centered position of 0 ° for most of the time, thereby effectively improving the service life of the entire vehicle steering system 100.
In still other embodiments of the present invention, as shown in fig. 24, the spiral groove 411 includes a plurality of ninth mating segments 4119 and a plurality of tenth mating segments 4120, the rotating member 41 is located at a first limit position or a second limit position when the mating shaft 421 is located at a free end of any one of the ninth mating segments 4119 at both ends of the spiral groove 411 in the extending direction of the spiral groove 411, each of the ninth mating segments 4119 extends in a circular arc shape, each of the tenth mating segments 4120 is connected between two adjacent ninth mating segments 4119, and the two adjacent ninth mating segments 4119 smoothly transition through the tenth mating segments 4120.
For example, five ninth mating segments 4119 and four tenth mating segments 4120 are shown in the example of fig. 24, each tenth mating segment 4120 extending in a curve. Therefore, by providing the plurality of ninth mating segments 4119 extending in the circular arc shape, when the mating shaft 421 is mated in the ninth mating segments 4119, the friction force between the mating shaft 421 and the ninth mating segments 4119 is almost zero, so that the friction loss between the mating shaft 421 and the ninth mating segments 4119 can be effectively reduced, and the service life of the entire vehicle steering system 100 can be improved. Through setting up a plurality of tenth cooperation sections 4120 of foretell, the transition between two adjacent ninth cooperation sections 4119 can be smoother smooth more, and the transition of cooperation axle 421 between two adjacent ninth cooperation sections 4119 is gentler when rotating member 41 rotates to make the steering of whole vehicle steering system 100 smoother, moreover, the tenth cooperation section 4120 of so setting up can make whole spiral groove 411 be the spiral and extend, thereby can realize better that vehicle steering system 100 is greater than 360 corner spacing.
Five ninth mating segments 4119 and four tenth mating segments 4120 are shown in fig. 24 for illustrative purposes, but it will be apparent to those of ordinary skill in the art after reading this disclosure that it is within the scope of the present disclosure to apply this disclosure to other numbers of ninth mating segments 4119 and tenth mating segments 4120.
Alternatively, referring to fig. 24, the ninth mating segment 4119 of the spiral slot 411 at the middle in the extending direction of the spiral slot 411 has a central angle θ 2 Wherein θ 2 The method meets the following conditions: theta of 160 DEG or less 2 ≤200°。
For convenience of description, the ninth fitting section 4119 of the middle portion of the spiral groove 411 in the extending direction of the spiral groove 411 is referred to as a "middle fitting section". For example, when θ 2 When the angle is less than 160 DEG, the central angle of the middle matching section is too small, so that the matching length of the matching shaft 421 and the middle matching section is too small, and when the steering wheel rotates from the central position to a small extent, other parts of the spiral slot 411, which are positioned outside the range of the middle matching section, of the matching shaft 421 can be caused, so that friction load can be generated between the matching shaft 421 and the spiral slot 411, and the reliability of the steering system 100 of the vehicle is reduced; when theta is as 2 When more than 200 °, the central angle of the spiral slot 411 is too large, thereby increasing the difficulty of processing the spiral slot 411.
Thus, by making θ 2 The method meets the following conditions: theta of 160 DEG or less 2 The central angle of the ninth mating segment 4119 of the middle portion of the spiral slot 411 in the extending direction of the spiral slot 411 is reasonable by 200 deg. on the one hand, since the steering wheel is rotated clockwise by θ from the centered position 2 /2 or counterclockwise rotation θ 2 The/2-time engagement shaft 421 may be always engaged at the first position of the middle of the spiral slot 411 in the extending direction of the spiral slot 411Nine mating segments 4119, so that no friction loss exists between mating shaft 421 and spiral slot 411 when the steering wheel rotates in a larger range, and the service life of vehicle steering system 100 can be increased; on the other hand, the spiral groove 411 thus arranged is simple in structure and convenient to process, so that the processing difficulty can be reduced, and the cost can be reduced.
In a further embodiment of the present invention, referring to fig. 20 and 22, the angle limiting mechanism 4 further includes a fixing member 43, a groove 431 is formed on the fixing member 43, and the limiting member 42 is movably fitted in the groove 431, and the limiting member 42 moves in the groove 431 when the rotating member 41 rotates. Therefore, by arranging the fixing piece 43 and the groove 431, the groove 431 can play an effective role in limiting and guiding, so that the limiting piece 42 can move along the groove 431, and the rotation of the limiting piece 42 is limited, thereby ensuring the limiting reliability of the angle limiting mechanism 4.
In some embodiments of the present invention, as shown in fig. 28, 29, 32 and 33, the vehicle steering system 100 further includes a clutch device 5, the clutch device 5 including a propeller shaft 2, a steering propeller shaft, and a clutch driving mechanism 51, the propeller shaft 2 and the steering propeller shaft being connected to each other, any one of the propeller shaft 2 and the steering propeller shaft including a first shaft section 21 and a second shaft section 22, the clutch driving mechanism 51 driving the first shaft section 21 to move between an engaged position and a disengaged position, the first shaft section 21 being engaged with the second shaft section 22 and transmitting steering torque in the engaged position, the first shaft section 21 being disengaged from the second shaft section 22 in the disengaged position and disconnecting transmission of steering torque.
For example, in conjunction with fig. 28 and 32, when the driver normally operates the vehicle to run, the first shaft section 21 may be located at the combination position, at this time, a transmission connection is established between the first shaft section 21 and the second shaft section 22, so that the steering wheel and the steering gear are in a transmission connection state, and the rotation of the steering wheel operated by the driver can be transmitted to the steering gear, so that the vehicle turns following the intention of the driver.
With reference to fig. 29 and 33, when the vehicle is in an automatic driving or parking state, the first shaft section 21 may be located at a separated position, at this time, the transmission connection between the first shaft section 21 and the second shaft section 22 is disconnected, so that the transmission connection between the steering wheel and the steering gear is disconnected, the rotation of the steering wheel cannot be transmitted to the steering gear to enable the steering gear to work, but the rotation of the steering wheel still can drive components such as the combination switch, the clock spring and the angle sensor to normally operate, that is, the steering wheel can normally send a rotation angle signal, at this time, the steering wheel can be used as a simulator for driving the vehicle, and the rotation angle signal of the steering wheel can be output to the vehicle-mounted device or the external device, so that driving can be simulated. Thus, by providing the above-described clutch device 5, the clutch driving mechanism 51 can drive the first shaft section 21 to move between the engaged position and the disengaged position, so that the clutch between the steering wheel and the steering gear can be achieved, and the vehicle can have both modes of real vehicle driving and analog driving.
In some alternative embodiments of the invention, the drive shaft 2 comprises a first shaft section 21 and a second shaft section 22. For example, in the vehicle steering system 100, the steering wheel, the propeller shaft 2, the steering propeller shaft, and the steering gear may be connected in order. In order to enable the driver to drive the vehicle in a comfortable posture, the propeller shaft 2 may include an upper shaft, an upper end of which is used to connect the steering wheel, and a lower end of which is used to connect the steering propeller shaft, a lower end of which is drivingly connected (e.g., connected by a spline structure) to an upper end of the lower shaft, and the upper shaft being axially movable with respect to the lower shaft to enable height adjustment of the steering wheel.
Wherein it may be that the lower shaft of the transmission shaft 2 comprises a first shaft section 21 and a second shaft section 22, wherein the upper end of the first shaft section 21 is connected to the upper shaft, and the lower end of the first shaft section 21 is connected to the upper end of the second shaft section 22 and is axially movable with respect to the second shaft section 22. It is also possible that the upper shaft of the drive shaft 2 comprises a first shaft section 21 and a second shaft section 22, where the upper end of the second shaft section 22 is intended for connection to a steering wheel, the lower end of the second shaft section 22 is connected to the upper end of the first shaft section 21, and the first shaft section 21 is axially movable in relation to the second shaft section 22. The first shaft section 21 moves up and down in the axial direction relative to the second shaft section 22 under the action of an external force to realize switching of the first shaft section 21 between the disengaged position and the engaged position.
Of course, the invention is not limited thereto, but it is also possible that the steering drive shaft comprises a first shaft section 21 and a second shaft section 22. It will be appreciated that the actual positions of the first shaft section 21 and the second shaft section 22 may be specifically determined according to the actual requirements, so as to better satisfy the actual application.
Further, referring to fig. 28-35, the clutch device 5 further includes a sleeve 52, the sleeve 52 is disposed in the housing 1, and the sleeve 52 is sleeved on the first shaft section 21. The clutch driving mechanism 51 comprises a driving device 511 and a transmission mechanism 512, wherein the driving device 511 is in transmission connection with the sleeve 52 through the transmission mechanism 512 so as to drive the sleeve 52 to drive the first shaft section 21 to axially move relative to the housing 1. Thus, by providing the sleeve 52 as described above, no direct contact between the first shaft section 21 and the clutch driving mechanism 51 can be required, thereby ensuring the stability of the movement of the first shaft section 21 while achieving the axial movement of the first shaft section 21 between the engaged position and the disengaged position. Moreover, by arranging the driving device 511 and the transmission mechanism 512, the clutch driving mechanism 51 has reasonable structure and is convenient for driving force transmission, and the clutch driving mechanism 51 is arranged in a split manner, so that the production difficulty is reduced.
In some alternative embodiments of the present invention, referring to fig. 28, 29, 32 and 33, a relief hole penetrating in a thickness direction is formed in the housing 1, and the transmission mechanism 512 includes a first screw 5121 and a first nut 5122 that are engaged with each other, the first screw 5121 is in transmission connection with the driving device 511 to drive the first screw 5121 to rotate about its own axis by the driving device 511, and the first nut 5122 passes through the relief hole and is fixed to the sleeve 52. Thereby, the rotation of the first screw 5121 can be converted into the axial movement of the sleeve 52 by the first screw 5122. While the forward rotation of the first screw 5121 may move the sleeve 52 in one direction, the reverse rotation of the first screw 5121 may move the sleeve 52 in the opposite direction, and when the first screw 5121 stops rotating, the movement of the sleeve 52 is also stopped immediately, thereby achieving locking. Therefore, an additional locking mechanism is not required, which is beneficial to reducing the number of parts, simplifying assembly steps and reducing cost. Wherein the driving device 511 can be a motor, the motor is provided with an output shaft, the first screw 5121 is connected with the output shaft of the motor through a coupling, so that the first screw 5121 and the motor can synchronously rotate
In alternative embodiments of the invention, the transmission means 512 comprise a second screw and a second nut (not shown) cooperating with each other, one end of the second screw being fixed to the sleeve 52 and the second screw extending parallel to the axial direction of the transmission shaft 2, the second nut being in driving connection with the driving means 511 for driving the second nut in rotation about its own axis by the driving means 511. This allows the second screw to convert the rotation into linear motion of the sleeve 52, and the number of parts of the entire vehicle steering system 100 can be reduced, thereby reducing the cost. The driving device 511 may also be a motor, which has an output shaft, and the second nut may be coaxially connected to the output shaft of the motor, so as to rotate synchronously with the output shaft of the motor.
Alternatively, as shown in fig. 30, 31, 34 and 35, the first shaft section 21 is supported in the sleeve 52 by the first bearing 53 to move the first shaft section 21 in the axial direction relative to the housing 1 by the sleeve 52. In this way, the first bearing 53 can provide a better support and reduce wear of the drive shaft 2.
Alternatively, referring to fig. 31 and 35, the sleeve 52 can be directly supported in the housing 1 by the sliding bearing 56 to reduce sliding friction between the sleeve 52 and the housing 1, reduce wear of the sleeve 52, and thereby reduce resistance of the sleeve 52 during axial movement.
In the specific embodiment provided by the invention, the clutch device 5 may be configured in any suitable manner. The clutch device 5 will be described below by way of example only in terms of two configurations, however, the invention is not limited thereto and the clutch device 5 may be configured in other suitable ways.
First embodiment of the clutch device 5: referring to fig. 30 and 31, the first bearing 53 is fixed to the first shaft section 21 by the stopper of the circlip 58, and the outer ring of the first bearing 53 is clearance-fitted in the sleeve 52 to axially move in the sleeve 52 together with the first shaft section 21. The second shaft section 22 is supported and fixed in the housing 1 by a second bearing 54. The lower port of the sleeve 52 is configured with a radially inwardly extending stop flange 521 to retain the first bearing 53 in the sleeve 52, with a resilient biasing member 55 disposed between the first bearing 53 and the sleeve 52, the resilient biasing member 55 biasing the first bearing 53 against the stop flange 521.
A second embodiment of the clutch device 5: referring to fig. 34 and 35, the first bearing 53 is fixed in the sleeve 52, the first bearing 53 is fixed to the first shaft section 21 by the stop of the circlip 58, and the outer race of the first bearing 53 is interference fit in the sleeve 52, the lower port of the sleeve 52 being configured with a radially inwardly extending stop flange 521 to limit the position of the first bearing 53 in the sleeve 52 together with the circlip 58. Unlike the clutch device 5 shown in fig. 30 and 31, the first bearing 53 is fixed in the sleeve 52, and therefore, the elastic biasing member 55 and the stopper 57 are not provided.
In some embodiments of the present invention, as shown in fig. 28-35, at least one first engaging portion 211 is provided on the first shaft section 21, and at least one second engaging portion 212 is provided on the second shaft section 22, wherein the first engaging portion 211 and the second engaging portion 212 are engaged when the transmission shaft 2 transmits the steering torque, and the first engaging portion 211 and the second engaging portion 212 are disengaged when the transmission shaft 2 disconnects the steering torque transmission. Thus, by engaging the first engaging portion 211 with the second engaging portion 212, the relative rotation and the radial movement between the first shaft section 21 and the second shaft section 22 can be defined when the propeller shaft 2 transmits the steering torque, thereby making the steering of the vehicle steering system 100 more stable.
Alternatively, referring to fig. 31 and 35, the first fitting portion 211 is configured as a protrusion protruding axially from the respective end faces, and the second fitting portion 212 is configured as a first groove recessed axially from the respective end faces, wherein the protrusion is formed as a wedge-shaped protrusion having a gradually decreasing cross-sectional area in a direction away from the respective end faces, the first groove is formed as a wedge-shaped groove having a gradually decreasing cross-sectional area in a direction of the notch toward the groove bottom, and the shapes of the wedge-shaped protrusion and the wedge-shaped groove are adapted to each other. So set up, when first axle section 21 is located the hookup location and receives the extrusion force between first axle section 21 and the second axle section 22, protruding and first recess can closely laminate to can eliminate the clearance between first axle section 21 and the second axle section 22, be favorable to steering torque to transmit reliably. Further, when the elastic biasing member 55 is provided, the interaction force between the first shaft section 21 and the second shaft section 22 can be increased by compressing the elastic biasing member 55, so that the wedge-shaped groove and the wedge-shaped protrusion are closely fitted, and the rotation from the steering wheel can be accurately transmitted downward to the steering gear.
The operation of the vehicle steering system 100 according to various embodiments of the present invention is described below with reference to fig. 28-33.
In a first embodiment of the present invention,
in this embodiment, the first shaft section 21 can be considered initially in the disengaged position as shown in fig. 31 and 33, with the resilient biasing member 55 abutting the first bearing 53 against the stop flange 521. If the motor rotates to drive the sleeve 52 to move downwards through the cooperation of the screw rod and the screw nut, the first shaft section 21 is driven to move downwards synchronously. When the first shaft section 21 is in contact with the second shaft section 22, switching from the disengaged position to the engaged position is completed. During this process, the resilient biasing member 55 is not deformed. If the clutch drive 51 drives the sleeve 52 further downwards, the first shaft section 21 is no longer axially displaced therewith, but the elastic biasing member 55 is compressed as the first bearing 53 and the stop 57 move closer to each other, and the resulting elastic force presses the first shaft section 21 against the second shaft section 22, so that the first shaft section 21 is reliably located in the coupled position, as shown in fig. 30 and 32. Thereafter, when the sleeve 52 abuts against the second bearing 54, the movement cannot be continued.
If it is desired to switch from the engaged position to the disengaged position (i.e., from the condition shown in fig. 30 to the condition shown in fig. 31), the motor is reversed to cause the sleeve 52 to move upwardly. In the process, the first shaft section 21 does not initially move with the movement of the sleeve 52, but rather the movement of the sleeve 52 moves the first bearing 53 and the stop 57 away from each other, such that the resilient biasing member 55 resumes its deformation until the first bearing 53 abuts the stop flange 521. After that, the first shaft section 21 initially moves synchronously with the sleeve 52 and away from the second shaft section 22, thereby switching from the engaged position to the disengaged position.
Therefore, by controlling the forward rotation and reverse rotation of the motor, the time period of rotation, and the like, the engagement or disengagement between the first shaft section 21 and the second shaft section 22 can be switched as required.
In a second embodiment of the present invention,
in this embodiment, the first shaft section 21 is fixed to the sleeve 52, and therefore, the first shaft section 21 moves in synchronization with the sleeve 52. And the sleeve 52 moves in synchronization with the nut or the screw thereon, so that the real-time position of the first shaft section 21 can be controlled by controlling the forward and reverse rotation of the motor, the time period of rotation, etc., thereby switching the engagement or disengagement between the first shaft section 21 and the second shaft section 22 according to the need.
The "screw" refers to the first screw 5122 and the second screw, and the "screw" refers to the first screw 5121 and the second screw.
According to the vehicle steering system 100 of the embodiment of the invention, when the vehicle steering system 100 is a steer-by-wire system or a driving simulation system, on one hand, the driving assembly 31 can provide torque for the driven member 32 to simulate the steering damping sense, the aligning force, the road sense simulation torque and other real driving handfeel, the structure is simple, the operation is convenient, and the simulation driving experience of a user can be improved.
On the other hand, when the transmission shaft 2 drives the rotation member 41 to rotate to the first limit position and the second limit position, the rotation of the rotation member 41 and the movement of the limiting member 42 can be limited, so that the rotation angle of the transmission shaft 2 can be limited when the transmission shaft 2 breaks the steering torque, and the damage to the clock spring, the angle sensor and other parts due to the random rotation of the transmission shaft 2 can be avoided. Further, since the rotating member 41 is fixed to the driven member 32, the structure of the feel simulation mechanism 3 and the angle limiting mechanism 4 is compact, so that the occupation space of the vehicle steering system 100 can be reduced.
On the other hand, by providing the clutch device 5, the clutch driving mechanism 51 can drive the first shaft section 21 to move between the engaged position and the disengaged position, so that the clutch between the steering wheel and the steering gear can be realized, the vehicle steering system 100 has a clutch function, and the vehicle can have two modes of real vehicle driving and simulated driving.
In summary, the vehicle steering system 100 according to the embodiment of the invention has the advantages of strong applicability, good user experience, and the like, and has the hand feeling simulation function, the corner limiting function and the clutch function.
A vehicle (not shown) according to an embodiment of the second aspect of the invention includes the vehicle steering system 100 according to the above-described embodiment of the first aspect of the invention.
According to the vehicle disclosed by the embodiment of the invention, the vehicle steering system 100 can have both the hand feeling simulation function and the corner limiting function, and the vehicle steering system 100 is small in size, so that the space arrangement in the vehicle is facilitated.
Other components and operations of a vehicle according to embodiments of the invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention.
In the description of the present application, "first feature", "second feature", "third feature", "fourth feature", "fifth feature", "sixth feature", "seventh feature", "eighth feature", "ninth feature", "tenth feature" may include one or more of the features.
In the description of the application, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.
In the description of the application, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims (12)

1. A vehicle steering system, comprising:
a housing;
a drive shaft, at least a portion of which is disposed within the housing, and which is rotatable relative to the housing;
the hand feeling simulation mechanism comprises a driving assembly and a driven piece, the driving assembly is arranged on the shell, the driven piece is matched with the driving assembly and is fixed on the transmission shaft, and when the transmission shaft breaks off the steering torque transmission, the driving assembly is in transmission connection with the transmission shaft through the driven piece so as to simulate the hand feeling when the transmission shaft transmits the torque;
The angle limiting mechanism comprises a rotating piece, wherein the rotating piece is fixed on the driven piece and is used for limiting the maximum rotation angle of the transmission shaft; at least one corner limiting structure is arranged on the rotating piece; the angle limiting mechanism further comprises: the limiting piece is provided with a first limiting part and a second limiting part, the rotating piece rotates and drives the limiting piece to move so that the corner limiting structure is abutted to one of the first limiting part and the second limiting part, the rotating piece is located at a first limit position when the corner limiting structure is abutted to the first limiting part, and the rotating piece is located at a second limit position when the corner limiting structure is abutted to the second limiting part.
2. The vehicle steering system of claim 1, wherein the follower, the rotator, and the drive shaft are coaxially disposed.
3. The vehicle steering system of claim 1, wherein the drive assembly comprises:
an analog driver having an output shaft, the analog driver being disposed on the housing;
The driving piece is fixed on the output shaft, and the driven piece is matched with the driving piece.
4. The vehicle steering system according to claim 1, wherein the rotating member is provided with a helical groove, the stopper is provided with a fitting shaft, the fitting shaft is movably fitted in the helical groove, and the rotating member moves the stopper through the fitting shaft when the rotating member rotates between the first limit position and the second limit position.
5. The vehicle steering system according to claim 4, wherein the helical groove includes a first engagement section, a second engagement section, and a third engagement section that are connected in order from inside to outside, the rotating member being located at the first limit position or the second limit position when the engagement shaft is located at a free end of any one of the first engagement section and the third engagement section,
the first matching section and the third matching section are all arc-shaped and extend, the second matching section is in plane spiral line and extends, the circumferential length of the second matching section is greater than that of the first matching section, and the circumferential length of the second matching section is greater than that of the third matching section.
6. The vehicle steering system according to claim 4, wherein the helical groove includes a fourth engagement section, a fifth engagement section, a sixth engagement section, a seventh engagement section, and an eighth engagement section that are connected in order from inside to outside, the rotating member being located at the first limit position or the second limit position when the engagement shaft is located at a free end of any one of the fourth engagement section and the eighth engagement section,
the fourth matching section, the sixth matching section and the eighth matching section are all in arc-shaped extension, the fifth matching section and the seventh matching section are all in spiral line extension, and the sixth matching section is positioned at the middle part of the spiral line groove in the extension direction of the spiral line groove.
7. The vehicle steering system of claim 6, wherein the central angle of the sixth mating segment is θ 1 Wherein, the theta 1 The method meets the following conditions: theta of 160 DEG or less 1 ≤200°。
8. The vehicle steering system according to claim 4, wherein the spiral groove includes a plurality of ninth engagement sections and a plurality of tenth engagement sections, the rotating member being located at the first limit position or the second limit position when the engagement shaft is located at a free end of any one of the ninth engagement sections of both ends of the spiral groove in the extending direction of the spiral groove,
Each ninth matching section extends in an arc shape, each tenth matching section is connected between two adjacent ninth matching sections, and the two adjacent ninth matching sections are in smooth transition through the tenth matching sections.
9. The vehicle steering system according to any one of claims 1, 4-8, characterized in that the angle limiting mechanism further includes:
the fixed part is provided with a groove, the limiting part is movably matched in the groove, and the limiting part moves in the groove when the rotating part rotates.
10. The vehicle steering system according to claim 1, characterized by further comprising:
the clutch device comprises a transmission shaft, a steering transmission shaft and a clutch driving mechanism, wherein the transmission shaft is connected with the steering transmission shaft, any one of the transmission shaft and the steering transmission shaft comprises a first shaft section and a second shaft section, the clutch driving mechanism drives the first shaft section to move between a combination position and a separation position, the first shaft section is combined with the second shaft section and transmits steering torque when in the combination position, and the first shaft section is separated from the second shaft section and breaks transmission of the steering torque when in the separation position.
11. The vehicle steering system according to claim 10, wherein the clutch device further includes:
the sleeve is arranged in the shell and sleeved on the first shaft section;
the clutch driving mechanism comprises a driving device and a transmission mechanism, and the driving device is in transmission connection with the sleeve through the transmission mechanism so as to drive the sleeve to drive the first shaft section to axially move relative to the shell.
12. A vehicle characterized by comprising a vehicle steering system according to any one of claims 1-11.
CN202011630560.7A 2020-12-30 2020-12-30 Vehicle steering system and vehicle with same Active CN114684250B (en)

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