CN211519637U - Steering control mechanism, steering system and vehicle - Google Patents
Steering control mechanism, steering system and vehicle Download PDFInfo
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- CN211519637U CN211519637U CN201922030312.8U CN201922030312U CN211519637U CN 211519637 U CN211519637 U CN 211519637U CN 201922030312 U CN201922030312 U CN 201922030312U CN 211519637 U CN211519637 U CN 211519637U
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Abstract
The present disclosure relates to a steering mechanism, a steering system, and a vehicle. The steering control mechanism comprises a first transmission shaft, a second transmission shaft, a sleeve and a driving assembly, wherein the sleeve comprises a joint section and a separation section, the separation section and the joint section sequentially penetrate through the first transmission shaft and are sleeved on the first transmission shaft, the joint section can axially move and is connected to the first transmission shaft in a circumferential locking manner, a gap is formed between the separation section and the first transmission shaft, one end, far away from the first transmission shaft, of the joint section can axially move and is sleeved on the second transmission shaft in a circumferential locking manner, one end, far away from the sleeve, of one of the first transmission shaft and the second transmission shaft is used for being connected with a steering wheel, one end, far away from the sleeve, of the other one of the first transmission shaft and the second transmission shaft is used for being connected with a steering gear, and the driving assembly is. The steering mechanism may be such that the steering wheel is selectively disconnected from torque transmission to the steering gear, thereby enabling the steering wheel to be free from rotation in the autonomous driving mode of the vehicle.
Description
Technical Field
The disclosure relates to the technical field of vehicles, in particular to a steering control mechanism, a steering system and a vehicle.
Background
With the development of modern vehicles towards the direction of intellectualization and automation, more and more vehicles have the function of automatic driving, the driving direction of the vehicle can be changed through a steering system of the vehicle in an automatic driving mode, a vehicle control system sends a steering instruction to a steering control mechanism in the steering system, a transmission shaft of the steering control mechanism automatically rotates, and the transmission shaft can drive a steering gear, so that the driving direction of the vehicle is changed. In the related art, since both ends of the propeller shaft are connected to the steering wheel and the steering gear, respectively, the steering wheel is rotated along with the rotation of the propeller shaft in the automatic driving mode of the vehicle, thereby possibly causing visual discomfort and some unnecessary physical contact to the driver.
SUMMERY OF THE UTILITY MODEL
An object of the present disclosure is to provide a steering mechanism, a steering system, and a vehicle, which can prevent a steering wheel from being rotated when the vehicle is steered in an autonomous driving mode, thereby eliminating visual interference of the steering wheel to a driver.
In order to achieve the above object, the present disclosure provides a steering control mechanism, including a first transmission shaft, a second transmission shaft, a sleeve and a driving assembly, where the sleeve includes a joint section and a separation section, the separation section and the joint section sequentially pass through the first transmission shaft and are sleeved on the first transmission shaft, and the joint section is axially movable and circumferentially lockingly connected to the first transmission shaft, a gap is formed between the separation section and the first transmission shaft, one end of the joint section, which is far away from the first transmission shaft, is axially movable and circumferentially lockingly sleeved on the second transmission shaft, one end of the first transmission shaft, which is far away from the sleeve, is used for connecting with a steering wheel, and the other end of the first transmission shaft, which is far away from the sleeve, is used for connecting with a steering gear, and the driving assembly is used for driving the sleeve to move along an axis of the first transmission shaft and an axis of the second transmission shaft, the steering control mechanism is provided with a first working state and a second working state, the first working state is that the joint section and the separation section are sleeved on the first transmission shaft, the joint section is sleeved on the second transmission shaft, and the second working state is that the separation section is sleeved on the first transmission shaft, and the joint section is sleeved on the second transmission shaft.
Optionally, an inner spline is formed in the engaging section, the first transmission shaft has a first outer spline section, a first outer spline matched with the inner spline is formed on the first outer spline section, the second transmission shaft has a second outer spline section, a second outer spline matched with the inner spline is formed on the second outer spline section, in the first working state, the first outer spline section and the second outer spline section are at least partially accommodated in the engaging section, in the second working state, the first outer spline section is accommodated in the disengaging section, a gap is formed between the disengaging section and the first outer spline, and the second outer spline section is at least partially accommodated in the engaging section.
Optionally, a stop edge is formed on an end surface of the sleeve away from the second transmission shaft, and the stop edge is used for stopping the first external spline, so that the first external spline section is located in the sleeve.
Optionally, the driving assembly comprises a first magnet and a second magnet which are oppositely arranged, and an elastic piece, the first magnet is mounted within the engagement section, the second magnet is mounted on the second drive shaft, a gap is arranged between the first magnet and the second magnet, at least one of the first magnet and the second magnet is an electromagnet, when the electromagnet is electrified, the first magnet and the second magnet are close to each other, the first magnet drives the sleeve to move towards the direction far away from the first transmission shaft, so that the steering control mechanism is in the second working state, when the electromagnet is powered off, the elastic piece drives the sleeve to move towards the direction close to the first transmission shaft, and the first magnet and the second magnet are far away from each other, so that the steering control mechanism is in the first working state.
Optionally, the drive assembly further comprises a magnetic isolation member, and the magnetic isolation member is mounted on the first magnet and located between the first magnet and the first transmission shaft.
Optionally, a projection of the first magnet on the magnetic separator is located within the magnetic separator.
Optionally, the second transmission shaft includes major diameter section and minor diameter section, the diameter of major diameter section is greater than the diameter of minor diameter section, the joint section cover is established on the minor diameter section, the elastic component is located the joint section with between the major diameter section, just the one end of elastic component with the terminal surface of joint section supports, the other end with the terminal surface of major diameter section supports.
Optionally, a first weight-reducing cavity is formed in the first transmission shaft, a second weight-reducing cavity with one open end and the other closed end is formed in the second transmission shaft, the open end of the second weight-reducing cavity is located between the closed end of the second weight-reducing cavity and the first magnet, and the second magnet is located at the open end of the second weight-reducing cavity.
According to another aspect of the present disclosure, there is provided a steering system including a steering wheel, a steering gear, and a steering mechanism as described above, the steering system further including a steering wheel and a steering gear, one of the first and second transmission shafts being connected to the steering wheel at an end remote from the sleeve, and the other being connected to the steering gear at an end remote from the sleeve.
According to still another aspect of the present disclosure, there is also provided a vehicle including the steering system as described above.
Through the technical scheme, when the vehicle is the autopilot mode, move through making drive assembly drive sleeve deviate from first transmission shaft, can make first transmission shaft disconnection and the torque transmission of sleeve and secondary drive axle, thereby make and can take place relative rotation (promptly, steering control mechanism is in second operating condition) between first transmission shaft and sleeve and the secondary drive axle, and then make the steering gear can not lead to the steering wheel to rotate to the steering operation of vehicle, the steering wheel is in quiescent condition this moment, in order to avoid the rotation of steering wheel to cause visual interference to the driver, and the driver can place article on the steering wheel of immobilization, and then improve the inside space utilization of vehicle. In addition, because the torque can not be transmitted between the first transmission shaft and the sleeve and between the first transmission shaft and the second transmission shaft, if a driver touches the steering wheel by mistake to cause the steering wheel to rotate, the steering operation of the steering gear on the vehicle can not be influenced and disturbed. When the vehicle is in a manual driving mode, the driving assembly drives the sleeve to move close to the first transmission shaft, so that the first transmission shaft can recover torque transmission with the sleeve and the second transmission shaft, the first transmission shaft, the sleeve and the second transmission shaft synchronously rotate, the steering wheel can transmit torque to the steering gear to control the steering of the vehicle, and the manual control of a driver on the steering of the vehicle is realized.
Additional features and advantages of the disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:
FIG. 1 is a perspective view of the steering mechanism provided in one embodiment of the present disclosure;
FIG. 2 is a cross-sectional view taken along line A-A of FIG. 1;
fig. 3 is a perspective view of a first drive shaft provided in accordance with an embodiment of the present disclosure;
FIG. 4 is a perspective view of a secondary drive shaft provided in accordance with an embodiment of the present disclosure;
FIG. 5 is a cross-sectional view of a sleeve provided in accordance with an embodiment of the present disclosure.
Description of the reference numerals
1 first drive shaft 11 first external spline section
111 first external spline 13 first lightening cavity
2 second transmission shaft 21 large diameter section
22 minor diameter section 23 second lightening cavity
24 second externally splined section 241 second externally splined
3 sleeve 31 joint section
311 internal spline 32 separating section
33 stop edge 4 drive assembly
41 first magnet 42 second magnet
43 elastic member 44 magnetic isolation member
Detailed Description
The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.
In the present disclosure, unless otherwise specified, the use of the terms of orientation such as "upper and lower" is generally defined with reference to the drawing direction of the corresponding drawings, and "inner and outer" refer to inner and outer with respect to the outline of the corresponding part itself. Those skilled in the art will appreciate that the foregoing directional terms are used only to explain and illustrate the present disclosure, and are not limiting. Furthermore, terms such as "first," "second," and the like, are used herein to distinguish one element from another, and are not necessarily sequential or significant.
As shown in fig. 1 to 5, the present disclosure provides a steering control mechanism, which includes a first transmission shaft 1, a second transmission shaft 2 and a sleeve 3, the sleeve 3 includes a joint section 31 and a separation section 32, the separation section 32 and the joint section 31 sequentially pass through the first transmission shaft 1 and are sleeved on the first transmission shaft 1, the joint section 31 is axially movably and circumferentially lockingly connected to the first transmission shaft 1, a gap is provided between the separation section 32 and the first transmission shaft 1 (i.e., the separation section 32 is axially movably and circumferentially rotatably sleeved on the first transmission shaft 1), one end of the joint section 31 away from the first transmission shaft 1 is axially movably and circumferentially lockingly sleeved on the second transmission shaft 2, one end of the first transmission shaft 1 and the second transmission shaft 2 away from the sleeve 3 is used for connecting with a steering wheel (not shown), and one end of the other end of the first transmission shaft 1 and the second transmission shaft 2 away from the sleeve 3 is used for connecting with a steering gear (not shown), that is, as an embodiment, an end of the first transmission shaft 1 away from the sleeve 3 may be connected to a steering wheel, and an end of the second transmission shaft 2 away from the sleeve 3 may be connected to a steering gear, and as another embodiment, an end of the first transmission shaft 1 away from the sleeve may be connected to a steering gear, and an end of the second transmission shaft 2 away from the sleeve 3 may be connected to a steering wheel, so that the steering wheel may transmit torque to the steering gear through the steering mechanism.
The steering control mechanism further comprises a driving assembly 4, the driving assembly 4 is used for driving the sleeve 3 to move along the axis of the first transmission shaft 1 and the axis of the second transmission shaft 2, so that the steering control mechanism has a first working state and a second working state, in the first working state, the joint section 31 and the separation section 32 are both sleeved on the first transmission shaft 1, and the joint section 31 is also sleeved on the second transmission shaft 2, because the first transmission shaft 1 and the second transmission shaft 2 are both circumferentially locked and connected to the joint section 31, in the first working state, the first transmission shaft 1, the second transmission shaft 2 and the sleeve 3 can synchronously rotate, so that a steering wheel can transmit torque to a steering gear through the first transmission shaft 1, the second transmission shaft 2 and the sleeve 3; in the second working state, the separation section 32 is sleeved on the first transmission shaft 1, the connection section 31 is sleeved on the second transmission shaft 2, a gap is formed between the separation section 32 and the first transmission shaft 1, the first transmission shaft 1 can rotate circumferentially relative to the separation section 32 (namely, the first transmission shaft 1 can rotate circumferentially relative to the sleeve 3), the second transmission shaft 2 is connected to the connection section 31 in a circumferential locking manner, and the second transmission shaft 2 and the sleeve 3 rotate synchronously, so that in the second working state, the second transmission shaft 2 and the sleeve 3 can rotate synchronously, the first transmission shaft 1 can rotate relative to the second transmission shaft 2 and the sleeve 3, torque cannot be transmitted between a steering wheel and a steering gear, and the rotation of the steering wheel and the steering gear do not influence each other on the steering operation of the vehicle.
That is, for the embodiment where the end of the first transmission shaft 1 remote from the sleeve 3 is connected to the steering wheel and the end of the second transmission shaft 2 remote from the sleeve 3 is connected to the steering gear, when the vehicle is in the automatic driving mode, the sleeve 3 can be driven to move by the driving assembly 4, so that the steering mechanism is in the second working state, in which the vehicle can input torque to the steering gear by rotating the driving sleeve 3 and/or the second transmission shaft 2 to steer the vehicle, and at this time, the steering wheel and the first transmission shaft 1 do not rotate along with the rotation of the sleeve 3 and the second transmission shaft 2. For the embodiment where the end of the first transmission shaft 1 away from the sleeve 3 is connected to the steering gear and the end of the second transmission shaft 2 away from the sleeve 3 is connected to the steering wheel, when the vehicle is in the automatic driving mode, the sleeve 3 can be driven by the driving assembly 4 to move, so that the steering control mechanism is in the second working state, in which the vehicle can input torque to the steering gear by driving the second transmission shaft 2 to rotate, and at this time, the steering wheel, the first transmission shaft 1 and the sleeve 3 do not rotate along with the rotation of the second transmission shaft 2.
Through the technical scheme, when the vehicle is the autopilot mode, through making drive assembly 4 drive sleeve 3 deviate from first transmission shaft 1 and move, can make the first transmission shaft 1 break off with the transmission of the moment of torsion of sleeve 3 and second transmission shaft 2, thereby make and can take place relative rotation (promptly, turn to operating device and be in second operating condition) between first transmission shaft 1 and sleeve 3 and the second transmission shaft 2, and then make the steering gear can not lead to the steering wheel to rotate to the steering operation of vehicle, the steering wheel is in quiescent condition this moment, in order to avoid the rotation of steering wheel to cause visual interference to the driver, and the driver can be on the steering wheel of immobilization, and then improve the inside space utilization of vehicle. In addition, because torque cannot be transmitted between the first transmission shaft 1 and the sleeve 3 and the second transmission shaft 2, if a driver touches the steering wheel by mistake to cause the steering wheel to rotate, the steering operation of the steering device on the vehicle cannot be influenced and disturbed. When the vehicle is in a manual driving mode, the driving assembly 4 drives the sleeve 3 to move close to the first transmission shaft 1, so that the first transmission shaft 1 can recover torque transmission with the sleeve 3 and the second transmission shaft 2, the first transmission shaft 1, the sleeve 3 and the second transmission shaft 2 synchronously rotate, a steering wheel can transmit torque to a steering gear to control the steering of the vehicle, and the manual control of a driver on the steering of the vehicle is realized.
It should be noted that the connection between the above-mentioned first transmission shaft 1 or second transmission shaft 2 and the steering wheel may be a direct connection or an indirect connection, for example, the first transmission shaft 1 or second transmission shaft 2 may be directly connected with the steering wheel, or the first transmission shaft 1 or second transmission shaft 2 may be connected with the steering wheel through an intermediate shaft or a steering column; the connection between the first transmission shaft 1 or the second transmission shaft 2 and the steering gear may be a direct connection or an indirect connection, for example, the first transmission shaft 1 or the second transmission shaft 2 may be connected to an input shaft of the steering gear, or, in the case of a rack and pinion steering gear, the first transmission shaft 1 or the second transmission shaft 2 may be directly connected to a gear of the rack and pinion steering gear.
In order to enable the coupling section 31 to be axially displaceable and to be connected in a circumferentially locked manner to the first drive shaft 1 and the second drive shaft 2, in one embodiment of the present disclosure, as shown in fig. 1 to 5, an internal spline 311 is formed in the engagement section 31, the first transmission shaft 1 has a first external spline section 11, the first external spline section 11 has a first external spline 11 formed thereon that mates with the internal spline 311, the second transmission shaft 2 has a second external spline section 24, the second external spline section 24 has a second external spline 24 formed thereon that mates with the internal spline 311, in the first operating condition, the first and second externally splined sections 11, 24 are at least partially received within the engaging section 31, in the second operating condition, the first externally splined section 11 is received within the disengagement section 32 with a clearance between the disengagement section 32 and the first externally splined section 11, and the second externally splined section 24 is at least partially received within the engagement section 31. That is, in the first operating state, the sleeve 3 may form a spline connection with the first transmission shaft 1 and the second transmission shaft 2 via the first externally splined section 11 and the second externally splined section 24, respectively, and the engagement section 31 of the sleeve 3, so that the first transmission shaft 1, the second transmission shaft 2 and the sleeve 3 can rotate together and transmit torque, so that the driver can control the steering gear to change the driving direction of the vehicle by manipulating the steering wheel; in the second operating condition, the second transmission shaft 2 forms spline connection with the joint section 31 of the sleeve 3 through the second external spline section 24, the first external spline section 11 of the first transmission shaft 1 is separated from the spline connection with the joint section 31 of the sleeve 3 and enters the separation section 32, and a gap is formed between the separation section 32 and the first external spline section 11, so that torque transmission is not performed between the separation section 32 and the first external spline section 11 when the sleeve 3 rotates, the sleeve 3 cannot drive the first transmission shaft 2 to rotate, and the torque transmission between a steering wheel and a steering gear is disconnected, so that the steering wheel can be kept fixed when a vehicle turns under an automatic driving mode.
In other embodiments, the inner wall of the joint section may be formed with a protrusion, and one ends of the first transmission shaft and the second transmission shaft near the sleeve may be formed with a groove recessed along the radial direction thereof and engaged with the protrusion, so that when the protrusion is engaged with the groove, the sleeve is sleeved on the first transmission shaft and the second transmission shaft and locks the circumferential rotation of the first transmission shaft and the second transmission shaft, so that the first transmission shaft, the second transmission shaft and the sleeve can rotate together and transmit torque, and thus a driver can control the steering gear to change the driving direction of the vehicle by operating the steering wheel; and also can realize the sleeve along first transmission shaft and second transmission shaft axial displacement when protruding and recess cooperation to when the sleeve removed the protruding recess that breaks away from first transmission shaft, break off the torque transmission between sleeve and the first transmission shaft, make the sleeve can not drive first transmission shaft and rotate, thereby break off the torque transmission between steering wheel and the steering gear, when making the vehicle turn to under the autopilot mode, the steering wheel can keep the rigidity.
In order to prevent the first transmission shaft 1 from being detached from the sleeve 3 during the movement of the sleeve 3, further, in an embodiment provided by the present disclosure, a stop edge 33 is formed on an end surface of the sleeve 3 away from the second transmission shaft 2, and the stop edge 33 is used for stopping the first external spline 11, so that the first external spline section 11 is always located inside the sleeve 3 no matter in the first working state or the second working state. That is, when the sleeve 3 moves along the axis toward the second transmission shaft 2, the inner wall of the stop edge 33 may abut against the first external spline 11, so that it can be ensured that the first transmission shaft 1 does not come off the sleeve 3.
In addition, in order to realize that the driving assembly 4 can drive the sleeve 3 to move, in an embodiment of the present disclosure, as shown in fig. 2, the driving assembly 4 includes a first magnet 41 and a second magnet 42, which are oppositely arranged, and an elastic member 43, the first magnet 41 is installed in the engaging section 31, the second magnet 42 is installed on the second transmission shaft 2, a gap is formed between the first magnet 41 and the second magnet 42, at least one of the first magnet 41 and the second magnet 42 is an electromagnet, when the electromagnet is energized, the electromagnet generates a magnetic attraction force, the first magnet 41 and the second magnet 42 are close to each other under the action of the magnetic attraction force, so that the first magnet 41 drives the sleeve 3 to move in a direction away from the first transmission shaft 1, so that the engaging section 31 is disconnected from the first transmission shaft 1 and the separating section 32 is sleeved outside the first transmission shaft 1, and the steering operating mechanism is in the second operating state, when the electromagnet is de-energized and the magnetic attraction force generated by the electromagnet is small, the elastic member 43 drives the sleeve 3 to move toward the direction approaching the first transmission shaft 1, and the first magnet 41 and the second magnet 42 move away from each other, so that the engagement section 31 and the first transmission shaft 1 are restored to the circumferential locking relationship, and the steering mechanism is in the first working state.
That is, by controlling the first magnet 41 and/or the second magnet 42 to be energized or de-energized, the steering mechanism can be switched between the first operating state and the second operating state. It should be noted that, since the first magnet 41 and the second magnet 42 have a gap therebetween, the first magnet 41 and the second magnet 42 can approach each other after the electromagnet is energized, and the sleeve 3 can move along the axis thereof.
In other embodiments, the drive assembly may comprise a hydraulic cylinder and a piston, one end of the piston being movably disposed within the hydraulic cylinder and the other end of the piston being connected to the sleeve, such that the piston can be controlled to extend and retract by controlling the volume of hydraulic oil within the hydraulic cylinder, thereby enabling the piston to drive the sleeve to reciprocate along its axis. Or, the driving assembly may include a motor and a screw-nut mechanism, an output shaft of the motor is connected to a screw of the screw-nut mechanism to drive the screw to rotate, a nut of the screw-nut mechanism is sleeved on the screw and connected to the sleeve, and the nut may be moved along an axis of the screw by controlling the motor to rotate in a forward direction or a reverse direction, so that the sleeve may reciprocate along the axis. In addition, the driving assembly can further comprise a pull cable and a hand brake, the hand brake is connected with the sleeve through the pull cable, and the hand brake can be arranged in the passenger compartment, so that a driver can control the hand brake to pull the sleeve through the pull cable, so that the sleeve can move along the axis of the sleeve, and the steering control mechanism can be switched between the first working state and the second working state.
Alternatively, the elastic member 43 may be a spring, an elastic rubber, or other members having elasticity and generating an elastic force to drive the sleeve 3 to move when the force is applied.
Further, the driving assembly 4 further includes a magnetic isolation member 44, and the magnetic isolation member 44 is mounted on the first magnet 41 and located between the first magnet 41 and the first transmission shaft 1. It is understood that the magnetic isolation member 44 is usually made of a non-magnetic material, for example, the magnetic isolation member 41 may be made of a copper plate, an aluminum plate, or the like, and the magnetic isolation member 44 can isolate the magnetic force generated by the first magnet 41 to prevent the first magnet 41 from attracting or repelling the first transmission shaft 1, which causes the first transmission shaft 1 to move axially, so that the steering mechanism can be switched between the first operating state and the second operating state more accurately.
In order to enhance the isolation effect of the magnetic isolation member 44 on the magnetic force generated by the first magnet 41, further, the projection of the first magnet 41 on the magnetic isolation member 44 is located in the magnetic isolation member 44. Thus, the magnetic isolation member 44 can completely cover the first magnet 41 in the projection direction of the first magnet 41, so that the magnetic isolation member 44 can completely isolate the magnetic force generated by the first magnet 41, thereby enhancing the isolation effect on the magnetic force generated by the first magnet 41, ensuring that the first magnet 41 does not attract or repel the first transmission shaft 1, and avoiding the first transmission shaft 1 from moving.
In addition, in order to facilitate the arrangement of the elastic member 43, in an embodiment of the present disclosure, as shown in fig. 4, the second transmission shaft 2 includes a large diameter section 21 and a small diameter section 22, a diameter of the large diameter section 21 is larger than a diameter of the small diameter section 22, the joint section 31 is sleeved on the small diameter section 22, the elastic member 43 is located between the joint section 31 and the large diameter section 21, and one end of the elastic member 43 abuts against an end surface of the joint section 31 and the other end abuts against an end surface of the large diameter section 21. The elastic member 43 may be one and fit over the small-diameter section 22, or a plurality of elastic members 43 may be provided and arranged between the joining section 31 and the large-diameter section 21 in the circumferential direction of the small-diameter section 22. Since the diameter of the large diameter section 21 is larger than that of the small diameter section 22, the elastic member 43 can be clamped between the engaging section 31 and the large diameter section 21, so that the elastic member 43 can push the sleeve 3 to move away from the large diameter section 21 by its own elastic force.
In order to reduce the total weight of the steering mechanism and to achieve light weight of the steering mechanism and the vehicle, as shown in fig. 2, a first weight-reducing cavity 13 may be formed in the first transmission shaft 1, a second weight-reducing cavity 23 having one end open and the other end closed may be formed in the second transmission shaft 2, an open end of the second weight-reducing cavity 23 is located between a closed end of the second weight-reducing cavity 23 and the first magnet 41, and the second magnet 42 is located at an open end of the second weight-reducing cavity 23. That is, the provision of the first weight-reducing cavity 13 can reduce the weight of the first drive shaft 1, and the provision of the second weight-reducing cavity 23 can reduce the weight of the second drive shaft 2, thereby reducing the overall weight of the steering mechanism. In addition, the second lightening cavity 23 can also facilitate the installation of the second magnet 42, the second magnet 42 can be installed inside the second lightening cavity 23 in a welding or press-fitting mode, the installation space occupied by the second transmission shaft 2 and the second magnet 42 installed inside the sleeve 3 can be saved, and the space utilization rate inside the sleeve 3 can be further improved.
According to another aspect of the present disclosure, there is provided a steering system including a steering wheel, a steering gear, and a steering mechanism as described above, the steering system further including the steering wheel and the steering gear, one of the first transmission shaft 1 and the second transmission shaft 2 being connected to the steering wheel at an end remote from the sleeve 3, and the other being connected to the steering gear at an end remote from the sleeve 3.
According to still another aspect of the present disclosure, there is also provided a vehicle including the steering system as described above.
When it is desired to change the vehicle from the manual driving mode to the automatic driving mode, the operator may initiate an automatic driving program of the vehicle to switch the steering gear from the first operating state to the second operating state to disconnect the transmission connection between the steering wheel and the steering gear, so that the steering wheel remains stationary, i.e. does not rotate, in the automatic driving mode of the vehicle. Alternatively, the driver may put the vehicle in a straight-running state while performing the above-described operation, so that the steering system can accurately memorize the separation angle and the separation position of the first steering shaft 1 from the sleeve 3.
When the vehicle needs to be adjusted from the automatic driving mode to the manual driving mode, in order to ensure that the steering system can accurately memorize the joint angle and the joint position of the first steering shaft 1 and the sleeve 3, and still ensure that the vehicle runs in a straight line, an operator adjusts the steering control mechanism to be switched from the second working state to the first working state so that the steering wheel can rotate along with the rotation of the rotating shaft connected to the steering gear, and then the operator can control the steering gear to change the running direction of the vehicle by operating the steering wheel.
The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.
It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.
In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.
Claims (10)
1. A steering control mechanism is characterized by comprising a first transmission shaft (1), a second transmission shaft (2), a sleeve (3) and a driving assembly (4), wherein the sleeve (3) comprises a joint section (31) and a separation section (32), the separation section (32) and the joint section (31) sequentially penetrate through the first transmission shaft (1) and are sleeved on the first transmission shaft (1), the joint section (31) can axially move and is circumferentially locked and connected to the first transmission shaft (1), a gap is formed between the separation section (32) and the first transmission shaft (1), one end, far away from the first transmission shaft (1), of the joint section (31) can axially move and is circumferentially locked and sleeved on the second transmission shaft (2), one end, far away from the sleeve (3), of one of the first transmission shaft (1) and the second transmission shaft (2) is used for being connected with a steering wheel, keep away from the other one end of sleeve (3) is used for being connected with the steering gear, drive assembly (4) are used for the drive sleeve (3) are followed the axis of first transmission shaft (1) and the axis of second transmission shaft (2) remove, so that it has first operating condition and second operating condition to turn to operating mechanism first operating condition, joint section (31) and disengagement section (32) all overlap and establish on first transmission shaft (1), just joint section (31) still overlap and establish on second transmission shaft (2) second operating condition, disengagement section (32) cover is established on first transmission shaft (1), just the joint section cover is established on second transmission shaft (2).
2. Steering gear according to claim 1, characterized in that an internal spline (311) is formed in the engagement section (31), the first drive shaft (1) has a first external spline section (11), the first external spline section (11) has a first external spline (111) formed thereon which cooperates with the internal spline (311), the second drive shaft (2) has a second external spline section (24), the second external spline section (24) has a second external spline (241) formed thereon which cooperates with the internal spline (311), in the first operating state the first and second external spline sections (11, 24) are at least partially accommodated in the engagement section (31), in the second operating state the first external spline section (11) is accommodated in the disengagement section (32), and a clearance is provided between the disengagement section (32) and the first external spline (111), the second externally splined section (24) is at least partially received within the engagement section (31).
3. Steering gear according to claim 2, characterized in that a stop edge (33) is formed on the end face of the sleeve (3) remote from the second transmission shaft (2), which stop edge (33) serves to stop the first external splines (111) so that the first external spline section (11) is located within the sleeve (3).
4. Steering gear according to claim 1, characterized in that the drive assembly (4) comprises a first magnet (41) and a second magnet (42) arranged opposite to each other, and an elastic member (43), the first magnet (41) being mounted in the engagement section (31), the second magnet (42) being mounted on the second transmission shaft (2), the first magnet (41) and the second magnet (42) having a gap therebetween, at least one of the first magnet (41) and the second magnet (42) being an electromagnet, the first magnet (41) and the second magnet (42) being close to each other when the electromagnet is energized, the first magnet (41) moving the sleeve (3) in a direction away from the first transmission shaft (1) to bring the steering gear into the second operating state, and when the electromagnet is de-energized, the elastic piece (43) drives the sleeve (3) to move towards the direction close to the first transmission shaft (1), and the first magnet (41) and the second magnet (42) are far away from each other, so that the steering control mechanism is in the first working state.
5. Steering gear according to claim 4, characterized in that the drive assembly (4) further comprises a magnetic shield (44), the magnetic shield (44) being mounted on the first magnet (41) and being located between the first magnet (41) and the first transmission shaft (1).
6. Steering gear according to claim 5, characterized in that the projection of the first magnet (41) on the magnetic shield (44) is located within the magnetic shield (44).
7. The steering mechanism according to claim 4, wherein the second transmission shaft (2) includes a large diameter section (21) and a small diameter section (22), the diameter of the large diameter section (21) is larger than that of the small diameter section (22), the joint section (31) is fitted over the small diameter section (22), the elastic member (43) is located between the joint section (31) and the large diameter section (21), and one end of the elastic member (43) abuts against an end surface of the joint section (31) and the other end abuts against an end surface of the large diameter section (21).
8. Steering gear according to any of claims 4-7, characterized in that a first weight-reducing cavity (13) is formed in the first transmission shaft (1), a second weight-reducing cavity (23) is formed in the second transmission shaft (2) with one end open and the other end closed, the open end of the second weight-reducing cavity (23) being located between the closed end of the second weight-reducing cavity (23) and the first magnet (41), and the second magnet (42) being located at the open end of the second weight-reducing cavity (23).
9. A steering system, characterized by comprising a steering wheel, a steering gear and a steering gear according to any one of claims 1-8, the steering system further comprising a steering wheel and a steering gear, one of the first (1) and second (2) drive shafts being connected to the steering wheel at an end remote from the sleeve (3) and the other being connected to the steering gear at an end remote from the sleeve (3).
10. A vehicle characterized by comprising the steering system according to claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922030312.8U CN211519637U (en) | 2019-11-21 | 2019-11-21 | Steering control mechanism, steering system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922030312.8U CN211519637U (en) | 2019-11-21 | 2019-11-21 | Steering control mechanism, steering system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN211519637U true CN211519637U (en) | 2020-09-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922030312.8U Expired - Fee Related CN211519637U (en) | 2019-11-21 | 2019-11-21 | Steering control mechanism, steering system and vehicle |
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| Country | Link |
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| CN (1) | CN211519637U (en) |
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| CN112224279A (en) * | 2020-11-09 | 2021-01-15 | 安徽工程大学 | Electromagnetic adsorption steering device for steering in narrow space |
| CN112590919A (en) * | 2020-12-22 | 2021-04-02 | 华人运通(江苏)技术有限公司 | Separation locking mechanism, steering transmission system, method and device and storage medium |
| CN112706832A (en) * | 2021-01-08 | 2021-04-27 | 东风汽车集团有限公司 | Steering column transmission structure, vehicle steering system, control method and automobile |
| CN114516065A (en) * | 2022-03-17 | 2022-05-20 | 蒋济水 | Artificial intelligence clamping device for avoiding mechanical inertia damage to clamping article |
| CN114537504A (en) * | 2020-11-25 | 2022-05-27 | 比亚迪股份有限公司 | Decoupling mechanism, steering assembly and vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112224279A (en) * | 2020-11-09 | 2021-01-15 | 安徽工程大学 | Electromagnetic adsorption steering device for steering in narrow space |
| CN114537504A (en) * | 2020-11-25 | 2022-05-27 | 比亚迪股份有限公司 | Decoupling mechanism, steering assembly and vehicle |
| CN114560008A (en) * | 2020-11-27 | 2022-05-31 | 比亚迪股份有限公司 | Steering system and vehicle |
| CN114560008B (en) * | 2020-11-27 | 2024-03-19 | 比亚迪股份有限公司 | Steering system and vehicle |
| CN112590919A (en) * | 2020-12-22 | 2021-04-02 | 华人运通(江苏)技术有限公司 | Separation locking mechanism, steering transmission system, method and device and storage medium |
| CN114684251A (en) * | 2020-12-30 | 2022-07-01 | 比亚迪股份有限公司 | Vehicle steering system and vehicle with same |
| WO2022143806A1 (en) * | 2020-12-30 | 2022-07-07 | 比亚迪股份有限公司 | Clutch apparatus, vehicle steering system, and vehicle |
| CN114684251B (en) * | 2020-12-30 | 2023-11-14 | 比亚迪股份有限公司 | Vehicle steering system and vehicle with same |
| US12221154B2 (en) | 2020-12-30 | 2025-02-11 | Byd Company Limited | Clutch apparatus, vehicle steering system, and vehicle |
| CN112706832A (en) * | 2021-01-08 | 2021-04-27 | 东风汽车集团有限公司 | Steering column transmission structure, vehicle steering system, control method and automobile |
| CN114516065A (en) * | 2022-03-17 | 2022-05-20 | 蒋济水 | Artificial intelligence clamping device for avoiding mechanical inertia damage to clamping article |
| WO2024160028A1 (en) * | 2023-01-30 | 2024-08-08 | 北京车和家汽车科技有限公司 | Angle limiting mechanism, steering system and vehicle |
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