CN112706831B - Steering system and automobile - Google Patents
Steering system and automobile Download PDFInfo
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- CN112706831B CN112706831B CN201911023746.3A CN201911023746A CN112706831B CN 112706831 B CN112706831 B CN 112706831B CN 201911023746 A CN201911023746 A CN 201911023746A CN 112706831 B CN112706831 B CN 112706831B
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- steering
- sleeve
- connecting column
- steering shaft
- steering wheel
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
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- Combustion & Propulsion (AREA)
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Abstract
The invention relates to the field of automobiles, and discloses a steering system and an automobile. The steering system comprises a steering wheel (1), a steering shaft capable of transmitting the rotation torque of the steering wheel (1) to the wheels in a coupling state so as to drive the wheels to steer, and a clutch mechanism (4) arranged between the steering wheel (1) and the steering shaft and used for decoupling or coupling the steering wheel (1) and the steering shaft. The steering system provided by the invention can prevent the front tire of the vehicle from rotating along with the steering wheel (1) when the vehicle enters a game mode, thereby being convenient for realizing the game scene scheme of the vehicle.
Description
Technical Field
The invention relates to the field of automobiles, in particular to a steering system and an automobile.
Background
With the progress of science and technology, the demand for the entertainment function of automobile games is increasing. The flying car games such as the best quality flying car, the QQ flying car and the like can lead people to experience crazy driving fun and are widely touted and loved by automobile lovers. The game functions are generally realized by operating a conventional keyboard on the PC side or operating a professional game steering wheel. The conventional keyboard cannot truly simulate the steering hand feeling of the driving steering wheel, the equipment of the professional game steering wheel is large in size, the self-purchasing cost performance of a user is low, if the professional game steering wheel is operated by a decorrelation entertainment place, the place limitation is brought, and the use requirement of the user cannot be met anytime and anywhere.
In view of this, there is a need to develop a new automobile having both a game function and a normal driving function.
The inventor of the application finds that in the process of practicing the application, the existing automobile is modified, so that when a real driving scene is simulated in a vehicle-mounted game, the existing steering wheel is needed to be used for realizing the real steering of the game when the automobile enters a game mode.
At present, the steering wheel of an automobile is generally nested and fixedly connected with the rotating shaft through the nut and the internal spline, and the steering wheel is connected with the wheel through the rotating shaft in a transmission mode, so that the steering wheel rotates in a game mode, the front tire of the automobile can turn, the friction between the road surface and the tire is fed back to the steering wheel end, the rotating moment of the steering wheel is large, the abrasion of the tire is increased, and the implementation of a game scene scheme is not facilitated.
Disclosure of Invention
The invention aims to overcome the problems in the prior art and provide a steering system which can prevent front tires of a vehicle from rotating along with a steering wheel when the vehicle enters a game mode, thereby facilitating the realization of a game scene scheme of the vehicle.
In order to achieve the above object, an aspect of the present invention provides a steering system including a steering wheel, a steering shaft capable of transmitting a rotational torque of the steering wheel to wheels in a coupled state to steer the wheels, and a clutch mechanism provided between the steering wheel and the steering shaft for decoupling or coupling the steering wheel and the steering shaft.
Preferably, the steering wheel includes a steering wheel body and a hollow connection post provided at a side of the steering wheel body facing the steering shaft; the steering shaft extends into the connecting column and is coaxially arranged with the connecting column; the clutch mechanism comprises a sliding block arranged on the outer sides of the connecting column and the steering shaft and a driving piece used for driving the sliding block to move along the axial direction of the steering shaft and the connecting column so as to decouple or couple the connecting column and the steering shaft.
Preferably, the sliding block is a sleeve, and a first internal spline capable of being in spline connection with the connecting column and a second internal spline capable of being in spline connection with the steering shaft are formed on the inner peripheral surface of the sleeve.
Preferably, the inner diameter of the axial section of the sleeve having the first internal spline is different from the inner diameter of the axial section of the sleeve having the second internal spline; and/or the number of the groups of groups,
the first internal spline and/or the second internal spline are/is trapezoid internal splines arranged along the axial direction parallel to the sleeve, and the connecting column and/or the steering shaft are/is formed with trapezoid external splines which can be matched with the trapezoid internal splines in a gradient way
Preferably, a bearing is coaxially fixed outside the sleeve, and an outer ring of the bearing is connected with the driving piece to drive the sleeve to translate along the axial direction of the steering shaft and the connecting column under the driving of the driving piece.
Preferably, the driving member includes: the device comprises a power output part, a screw rod coaxially fixed with an output shaft of the power output part, and a driving block in threaded connection with the screw rod, wherein the driving block is fixed with an outer ring of the bearing; and/or the number of the groups of groups,
and limiting structures which are respectively abutted against the end faces of the two ends of the inner ring of the bearing to limit the axial position of the bearing are arranged on the outer peripheral surface of the sleeve.
Preferably, the clutch mechanism further comprises a skeleton with a cavity formed therein, the slider is accommodated in the cavity, and the driving component is positioned outside the cavity; one end of the steering shaft and one end of the connecting column respectively extend into the cavity of the framework; the steering shaft is fixed with the framework, and the connecting column is rotationally connected with the framework through a rotating bearing.
Preferably, a second limiting surface capable of abutting against a first limiting surface formed on the outer side wall of the slider at the coupling position to limit the axial one-side displacement amount of the slider is formed in the cavity.
Preferably, the steering shaft comprises a central shaft and a switching sleeve sleeved outside the central shaft; the central shaft is in spline connection with the adapter sleeve so as to limit the circumferential displacement of the adapter sleeve relative to the central shaft;
the central shaft is provided with a first conical section in taper fit with the inner peripheral surface of the adapter sleeve in the axial direction, and the adapter sleeve is provided with a second conical section in taper fit with the inner peripheral surface of the connecting column in the axial direction;
one end of the first conical section and one end of the second conical section, which are smaller in radial dimension, are closer to the steering wheel; one end, close to the steering wheel, of the central shaft extends out of the switching sleeve, and is in threaded connection with a limit nut which is abutted against the end face of the switching sleeve and the end face of the inner end of the connecting column;
the clutch mechanism is used for decoupling the adapter sleeve and the connecting column.
Based on the steering system provided in the first aspect of the invention, the second aspect of the invention provides an automobile, which comprises the steering system according to the first aspect of the invention.
The technical scheme provided by the invention has the following beneficial effects:
according to the invention, the clutch mechanism is arranged between the steering shaft and the steering wheel, the steering wheel and the steering shaft are decoupled or coupled through the clutch mechanism, and the steering wheel is in transmission connection with the wheels. When the steering wheel and the steering shaft are decoupled, the automobile enters a game mode, the steering wheel and the wheels are decoupled, and the torsion moment of the steering wheel is not transmitted to the wheels, so that when a user operates the steering wheel, the wheels cannot be rotated along with steering, the friction between the road surface and the wheels cannot be fed back to the steering wheel end, the steering wheel rotation moment is large, the abrasion of tires is reduced, and the realization of an automobile game scene scheme is facilitated.
Drawings
FIG. 1 is a schematic diagram of a steering system without decoupling in the prior art;
fig. 2 is a schematic structural view of the rotating shaft and the steering wheel in fig. 1, wherein fig. 2A is a schematic connecting view of the rotating shaft and the steering wheel, and fig. 2B is an enlarged view of a portion B in fig. 2A;
fig. 3 is a schematic structural diagram of a steering system with decoupling function according to an embodiment of the present invention;
FIG. 4 is a longitudinal cross-sectional view of a steering system provided by an embodiment of the present invention;
FIG. 5 is a schematic perspective view of a sleeve according to an embodiment of the present invention;
FIG. 6 is a top view of a sleeve provided by another embodiment of the present invention;
FIG. 7 is a cross-sectional view of the sleeve A-A shown in FIG. 6;
FIG. 8 is a schematic diagram of automatic clearance compensation when the sleeve is assembled with the connecting column according to an embodiment of the present invention; wherein, (a) is an assembly schematic diagram of the sleeve and the connecting column in an ideal state, and (b) is a schematic diagram when a transfer gap exists between the sleeve and the connecting column; (c) An assembly schematic diagram after compensating a gap between the sleeve and the connecting column;
fig. 9 is a schematic perspective view of a steering wheel according to an embodiment of the present invention;
FIG. 10 is a longitudinal cross-sectional view of a steering shaft provided by an embodiment of the present invention;
FIG. 11 is a schematic perspective view of an adapter sleeve according to an embodiment of the present invention;
FIG. 12 is a schematic perspective view of a central shaft according to an embodiment of the present invention;
fig. 13 is a block diagram of an automobile according to an embodiment of the present invention.
Description of the reference numerals
1-steering wheel; 1 d-a first external spline; 2-rotating shaft; 3-internal spline nesting; 4-a clutch mechanism; 5-limiting nuts; 6-an adapter sleeve; 6 a-internal splines; 6 b-conical surface; 6 c-a second external spline; 7-a central axis; 7 a-external splines; 7 b-a first conical section; 8-a framework; 9-sliding sleeve; 9 d-a first internal spline; 9 c-a second internal spline; 10-connecting columns; 11-a bearing; 12-a power take-off; 13-bearing; 14-drive block.
Detailed Description
The following describes specific embodiments of the present invention in detail with reference to the drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the invention, are not intended to limit the invention.
In the present invention, unless otherwise specified, terms such as "upper, lower, left, and right" are used to generally refer to the upper, lower, left, and right directions as they are referred to with reference to the drawings. "inner and outer" means inner and outer relative to the contour of the component itself.
Referring to fig. 1 to 3, a first aspect of the embodiment of the present invention provides a steering system including a steering wheel 1, a steering shaft capable of transmitting a rotational torque of the steering wheel 1 to wheels in a coupled state to steer the wheels, and a clutch mechanism 4 provided between the steering wheel 1 and the steering shaft (see a portion a in fig. 1) for decoupling or coupling the steering wheel 1 and the steering shaft.
Wherein, the coupling state of the steering shaft means that the steering shaft is in a coupling state with the steering wheel 1; the steering shaft is in driving connection with the wheels, and when the steering shaft is coupled with the steering wheel 1, the steering shaft can rotate synchronously with the steering wheel 1. The user operates the steering wheel 1 to rotate, and the wheels are driven by the steering shaft, so that the wheels are driven to steer.
The embodiment of the invention is provided with the clutch mechanism 4 between the steering wheel 1 and the steering shaft, and the clutch mechanism 4 can couple or decouple the steering wheel 1 and the steering shaft. When the steering wheel 1 and the steering shaft are coupled, the automobile enters a normal driving mode, and the steering wheel 1 rotates to drive the steering shaft to synchronously rotate and drive the wheels, so that the wheels are driven to steer.
When the steering wheel 1 and the steering shaft are decoupled, the automobile enters a game mode, the user operates the steering wheel 1 to rotate, and the steering shaft does not rotate. Thereby, the rotational torque of the steering wheel 1 is not transmitted to the wheels to steer the wheels. Therefore, when the automobile enters the game mode, the steering wheel 1 rotates, but the wheels of the automobile do not rotate, the friction between the road surface and the wheels can not be fed back to the end of the steering wheel 1, so that the rotating moment of the steering wheel 1 is large, the abrasion of tires is reduced, and the implementation of the automobile game scene scheme is facilitated.
Referring to fig. 4, the clutch mechanism 4 may have various specific structures. In a specific embodiment, the steering wheel 1 comprises a steering wheel body and a hollow connecting column 10 arranged on the side of the steering wheel body facing the steering shaft; the steering shaft extends into the connecting column 10 from the outer end of the connecting column 10 and is coaxially arranged with the connecting column 10; the clutch mechanism 4 includes a slider provided on the outer side of the connection post 10 and the steering shaft, and a driver for driving the slider to translate along the axial direction of the steering shaft and the connection post 10 to decouple or couple the connection post 10 and the steering shaft.
With continued reference to fig. 4, the outer end of the connecting post 10 refers to the end of the connecting post 10 away from the steering wheel body, and the connecting post 10 may be coaxially fixed, for example, at the center of the steering wheel 1 on the side facing the steering shaft. The connecting column 10 is of a hollow structure, the upper end and the lower end of the connecting column 10 are both open, and the steering shaft extends into the connecting column 10 from the opening at the lower end of the connecting column 10 and extends out to the connecting column 10 from the opening at the upper end of the connecting column 10.
The sliding block is arranged on the outer sides of the connecting column 10 and the steering shaft, when the sliding block axially translates to connect the steering shaft and the connecting column 10 at the same time, the connecting column 10 is coupled with the steering shaft, and the automobile enters a normal driving mode; when the slider is axially moved to be connected to only one of the steering shaft and the connection post 10, the connection post 10 and the steering shaft are decoupled, and the automobile enters a play mode.
The specific structure of the sliding block can be various. For example, grooves are formed on the outer circumferential surfaces of the connecting post 10 and the steering shaft in a direction parallel to the axis, the grooves on the connecting post 10 are parallel to the longitudinal direction of the grooves on the steering shaft, the slider is a slide bar which is embedded in the grooves and is translatable in the longitudinal direction of the grooves, the steering shaft and the connecting post 10 are coupled when the slide bar is translated into the grooves embedded in the connecting post 10 and the grooves of the steering shaft at the same time, and the connecting post 10 and the steering shaft are decoupled when the slide bar is translated into only one of the grooves embedded in the connecting post 10 and the grooves of the steering shaft.
For another example, the sliding block may be a sleeve 9 sleeved outside the connecting post 10 or the steering shaft, and a protrusion or a groove may be formed on the inner peripheral surface of the sleeve 9, and correspondingly, a groove or a protrusion may be formed on the outer peripheral surfaces of the steering shaft and the connecting post 10, and the protrusion is accommodated in the groove. When the sleeve 9 is axially moved to connect the steering shaft and the connecting column 10 at the same time, the steering shaft and the connecting column 10 are coupled; when the sleeve 9 is axially moved to be connected with only one of the steering shaft and the connecting column 10, the steering shaft and the connecting column 10 are decoupled.
Referring to fig. 5, in a preferred embodiment, a first internal spline 9d capable of spline-connecting with the connecting post 10 and a second internal spline 9c capable of spline-connecting with the steering shaft are formed on the inner peripheral surface of the sleeve 9.
Specifically, referring to fig. 9 to 11, the outer peripheral surface of the end portion of the connecting column 10 near the steering shaft is formed with a first external spline 1d, and the outer peripheral surface of the end portion of the steering shaft near the connecting column 10 is formed with a second external spline 6c; a first internal spline 9d capable of spline-fitting with the first external spline 1d and a second internal spline 9c capable of spline-fitting with the second external spline 6c are formed on the inner peripheral surface of the sleeve 9.
In a preferred embodiment, as shown in fig. 4, the axial length of the second external spline 6c is greater than the axial length of the first external spline 1d, and the sleeve 9 is normally spline-connected to the steering shaft.
Referring to fig. 4, when the sleeve 9 is moved upward to be spline-connected with the connection post 10, the connection post 10 and the steering shaft are coupled; when the sleeve 9 moves down to disengage from the connecting post 10, the connecting post 10 and steering shaft are decoupled (not shown).
The first internal spline 9d and/or the second internal spline 9c on the sleeve 9 may be rectangular splines. The rectangular spline needs to be precisely machined to ensure the assembly relation between the spline and the key groove, in order to enable the spline to be contained in the key groove, after the spline is combined with the key groove, a tiny gap exists between the spline and the key groove, when machining errors exist in the rectangular spline, the gap between the spline and the matching surface of the key groove can be further enlarged, and after the connecting column 10 is coupled with the steering shaft, the assembly gap can enable the free travel of the steering wheel 1 to be enlarged and even cannot meet design requirements.
To solve this technical problem, in a preferred embodiment of the present invention, the first internal spline 9d and/or the second internal spline 9c of the sleeve 9 are trapezoidal internal splines arranged along an axial direction parallel to the sleeve 9.
Referring to fig. 6-7, in the embodiment shown in fig. 6-7, the internal spline of the sleeve 9 is a trapezoidal internal spline.
Referring to fig. 8 (a), taking the case where the sleeve 9 and the steering shaft spline are normally combined, in an ideal state, when the connecting column 10 and the steering shaft are coupled, the inclined surfaces of the trapezoidal internal spline of the sleeve 9 and the inclined surfaces of the trapezoidal external spline of the connecting column 10 are closely contacted to each other and are adhered to each other.
Referring to fig. 8 (b), as the time of use increases, the trapezoidal internal spline and the trapezoidal external spline may wear, deform, etc., resulting in a gap between the trapezoidal internal spline of the sleeve 9 and the trapezoidal external spline of the connection post 10 at the same coupling position.
Referring to fig. 8 (c), in order to eliminate the gap, the sleeve 9 may be driven further up; because the internal spline of the sleeve 9 and the external spline of the connecting column 10 are both trapezoidal splines, the upward moving sleeve 9 can eliminate the gap between the internal spline of the sleeve 9 and the external spline of the connecting column 10, thereby solving the gap problem in the spline combination assembly in the clutch mechanism.
In addition, compared with the rectangular spline, the combined contact area of the trapezoidal spline is increased, so that the abrasion is reduced; and the precision machining requirement and the assembly requirement of the assembly surface of the trapezoidal spline or the key groove are lower than those of the rectangular spline, so that the cost is saved.
In some embodiments, the sleeve 9 may be splined to the connection post 10. At this time, the second internal spline 9c may be a trapezoidal internal spline, and a trapezoidal external spline that is gradient-fitted with the trapezoidal internal spline may be formed on the steering shaft.
Preferably, the outer diameter of the axial section of the connecting post 10 with the first external spline 1d is different from the outer diameter of the axial section of the steering shaft with the second external spline 6c. For example, the outer diameter of the axial section of the connecting post 10 with the first external spline 1d is larger than the outer diameter of the axial section of the steering shaft with the second external spline 6c, and accordingly the inner diameter of the axial section of the sleeve 9 with the first internal spline 9d is larger than the inner diameter of the axial section of the sleeve 9 with the second internal spline 9c. In this way, a radial step between the first internal spline 9d and the second internal spline 9c is formed on the inner peripheral surface of the sleeve 9. This radial step can abut against the lower end face of the connecting post 10 upon translation of the sleeve 9 axially upward along the connecting post 10 and the steering shaft, thereby limiting the extreme position of the sleeve 9 axially upward movement, at which the steering shaft and the connecting post 10 are in a coupled state.
Referring to fig. 4, the slider is driven by the driving member to move up and down as described above. In a preferred embodiment, in order to avoid that the connecting post 10 and the steering shaft drive the driving member to rotate when rotating, the sleeve 9 is installed in the bearing 13 in an interference manner, the outer ring of the bearing 13 is fixedly connected with the driving member, and the driving member drives the bearing 13 to drive the sleeve 9 to axially translate so as to realize coupling or decoupling between the connecting post 10 and the steering shaft.
Referring to fig. 5, in order to restrict the axial downward displacement of the bearing 13, a ring of stopper ring protruding radially outward is formed on the outer peripheral surface of the sleeve 9 in the circumferential direction, and the lower end surface of the inner ring of the bearing 13 abuts against the upper end surface of the stopper ring.
Further, in order to restrict the displacement of the bearing 13 in the axial direction, a ring of grooves is also formed on the outer peripheral surface of the sleeve 9 in the circumferential direction. When the bearing 13 is installed, the sleeve 9 is firstly assembled into the bearing 13 in an interference mode, the limiting ring is abutted with the end face of the inner ring of the bearing 13, and then the bearing retainer ring is installed in the groove of the sleeve 9. Thereby stably sleeving the bearing 13 outside the sleeve 9.
The driving member is mounted on a stationary part, and when the connecting column 10 and/or the steering shaft rotate, only the inner ring of the bearing 13 is driven to rotate, and the outer ring of the bearing 13 is connected with the driving member and kept in a stationary state. The influence of the steering wheel 1 and/or the steering shaft rotation on the drive element can thereby be avoided. It should be noted that, when the steering wheel 1 and the wheels are in the decoupled state, the wheels may deflect due to other external forces, thereby causing the steering shaft to rotate. Therefore, there is a case where the steering shaft described above is rotated alone.
Further, the driving member includes a power output member 12, a screw shaft coaxially fixed to an output shaft of the power output member 12, and a driving block 14 screwed to the screw shaft, and the driving block 14 is fixed to an outer ring of the bearing 13. The power take-off 12 may comprise, for example, a motor which, when energized, rotates a screw fixed to the output shaft of the power take-off 12, and since the drive block 14 is threadedly connected to the screw, rotation of the screw will drive the drive block 14 to translate along the axial direction of the screw. The axial direction of the screw rod is parallel to the axial direction of the connecting column 10 and the steering shaft, and the driving block 14 is fixed with the outer ring of the bearing 13, so that the driving block 14 drives the bearing 13 to translate up and down while axially translating, thereby driving the sleeve 9 to translate up and down.
In a preferred embodiment, the output shaft of the motor can be connected with the screw rod through a worm and gear mechanism, the worm and gear mechanism is used for reducing the output rotating speed output of the motor and improving the output torque output of the motor, so that the motor with smaller power and volume can be used for driving the sliding block to axially translate, the occupied space and volume of the motor are reduced, the clutch mechanism is convenient to install, and the axial translation of the clutch mechanism is accurately controlled.
More specifically, the outer ring of the bearing 13 is mounted in a bearing mounting ring in an interference manner, a radially outwardly protruding connection lug is formed on the outer circumferential surface of the bearing mounting ring, a first through hole is formed on the connection lug, a connection part fixedly connected with the connection lug is formed on the driving block 14, a second through hole is formed on the connection part, and the bearing mounting ring and the driving block 14 are fixedly connected by a connection member such as a bolt penetrating the first through hole and the second through hole.
Preferably, a supporting surface contacting with the lower end surface of the outer ring of the bearing 13 is formed on the inner circumferential surface of the bearing mounting ring, and the bearing 13 is more stably mounted in the bearing mounting ring through the supporting surface.
Referring to fig. 3, in a preferred embodiment, in order to ensure coaxiality of the connection post 10 and the steering shaft, the clutch mechanism 4 can reliably decouple or couple the connection post 10 and the steering shaft. The clutch mechanism 4 provided by the embodiment of the invention further comprises a framework 8 with a cavity formed inside, wherein the sliding block is accommodated in the cavity, and the driving piece is positioned outside the cavity; the connecting column 10 and the steering shaft extend into the cavity of the framework 8 from the two axial ends of the framework 8 respectively; the steering shaft is fixed with the framework 8, and the connecting column 10 is rotatably connected with the framework 8 through a rotating bearing 11.
Specifically, referring to fig. 4, the lower portion of the steering shaft is fixed in a steering cylinder, the frame 8 may be, for example, cylindrical, a cavity is formed therein, the lower end of the frame 8 is fixed on the steering cylinder, the connecting post 10 extends into the cavity from the upper end of the frame 8, a limit step for mounting the bearing 11 is formed on the inner peripheral surface of the upper end opening portion of the frame 8, the bearing 11 may be assembled to the upper end opening portion of the frame 8 in an interference manner, the limit step abuts against the lower end face of the outer ring of the bearing 11, and the axially downward position of the bearing 11 is limited by the limit step.
The connecting post 10 is inserted through the bearing 11 and is mounted with an inner ring of the bearing 11, for example, by interference fit. Preferably, a limiting structure capable of being attached to the upper and lower ends of the inner ring of the bearing 11 is formed on the outer circumferential surface of the connection post 10 to limit the up and down displacement of the bearing. Specifically, a ring of supporting surface extending radially outwards is formed on the outer peripheral surface of the connecting column, and the lower end face of the inner ring of the bearing 11 is attached to the supporting surface, so that the bearing 11 is prevented from axially downwards displacing relative to the connecting column 10. Further, a circle of groove can be formed in the outer peripheral surface of the connecting column 10, a bearing limit ring is arranged in the groove, and the bearing 11 is prevented from generating axial upward displacement relative to the connecting column 10 by being attached to the upper end face of the inner ring of the bearing 11 through the bearing limit ring.
The steering shaft extends into the cavity from the lower end of the framework 8, and the outer side wall of the steering shaft is fixedly connected with the framework 8.
Further, an opening is formed in the outer side wall of the framework 8, so that the driving block 14 of the driving member located at the outer side of the framework 8 can extend into the cavity of the framework 8 from the opening and be fixed with the bearing mounting ring in the cavity.
In a preferred embodiment, in order to limit the amount of displacement of the slider in the axial direction downward, a second limit surface is formed in the cavity, which is capable of abutting against a first limit surface formed on the outer side wall of the slider at the coupling position to limit the amount of displacement of the slider in the axial direction downward.
As shown in fig. 4, taking the sliding block as the sleeve 9 as an example, a second limiting surface is formed at the lower part of the cavity of the skeleton 8, the first limiting surface and the second limiting surface are both conical surfaces, and one end of the conical surface with larger radial dimension is closer to the steering wheel 1. When the sleeve 9 moves axially downwards until the first limiting surface abuts against the second limiting surface, the sleeve 9 cannot move downwards continuously, and at this time, the connecting column 10 and the steering shaft are in a decoupled state.
Referring to fig. 10-12, in a preferred embodiment, the steering wheel 1 decoupling scheme of the present invention is implemented with minimal modifications to existing automotive steering systems. In a preferred embodiment of the present invention, the steering shaft includes a central shaft 7 and a switching sleeve 6 sleeved outside the central shaft 7; the coupling or decoupling between the steering shaft and the connecting column 10 is achieved by sleeving the adapter sleeve 6 on the central shaft 7, and the structure of the central shaft 7 is the same as that of the rotating shaft in the existing steering system shown in fig. 2, so that the specific structure of the rotating shaft in the existing automobile steering system is not required to be changed, and only the structure of the connecting column 10 on the steering wheel 1 is modified.
Specifically, as shown in fig. 2, in the conventional steering system, a connecting column 10 on a steering wheel 1 is a hollow cylinder, and an inner spline nest 3 is fixed on the inner side of the hollow cylinder.
The embodiment of the present invention improves the connecting post 10 of the steering wheel 1 shown in fig. 2, and the improved connecting post 10 is shown in fig. 9. There is no external spline on the outer peripheral surface of the connecting column 10 of the conventional steering system, and the first external spline 1d is formed on the outer peripheral surface of the connecting column 10 in the embodiment of the present invention.
As shown in fig. 10, in order to avoid that the part of the central shaft 7 extending into the connecting column 10 is in spline connection with the connecting column 10, so that the steering wheel 1 drives the steering shaft to rotate when rotating, the embodiment of the invention eliminates the internal spline nest 3 installed in the connecting column 10 in the traditional steering system, and the radial interval space between the central shaft 7 and the connecting column 10 is filled through the adapter sleeve 6.
As shown in fig. 11, an inner spline 6a is formed on the inner peripheral surface of the adapter sleeve 6 and is spline-fitted with an outer spline 7a on the outer peripheral surface of the central shaft 7, and the adapter sleeve 6 is spline-connected with the central shaft 7 to restrict circumferential displacement of the adapter sleeve 6 relative to the central shaft 7. The outer circumferential surface of the adapter sleeve 6 corresponding to the internal spline 6a is a smooth cylindrical surface, and the cylindrical surface and the inner circumferential surface of the connecting post 10 have no connection relationship, can be spaced apart and can also be in sliding contact.
As shown in fig. 12, in the embodiment of the present invention, the center shaft 7 has a first tapered section 7b in the axial direction, as in the structure of the rotating shaft in the conventional steering system. The first tapered section 7b is located axially on the underside of the first external spline 1d.
As shown in fig. 11, in order to restrict the axial upward displacement of the center shaft 7 with respect to the adapter sleeve 6, a tapered surface 6b is formed on the inner peripheral surface of the adapter sleeve 6 to be taper-fitted with the first tapered section 7b, and the smaller end of the tapered surface 6b in the radial direction is closer to the steering wheel main body. Thereby limiting the axial upward displacement of the central shaft 7 relative to the adapter sleeve 6.
As shown in fig. 4, in order to limit the axial upward displacement of the adapter sleeve 6 relative to the connecting post 10, the adapter sleeve 6 has a second conical section in the axial direction that is in taper fit with the inner circumferential surface of the connecting post 10. The second conical section refers to an axial section with a conical outer peripheral surface on the adapter sleeve 6. The inner peripheral surface of the connecting post 10 is formed with a tapered surface which is taper-fitted with the second tapered section. The smaller radial ends of the second conical sections are each closer to the steering wheel 1, whereby the steering shaft is restrained from axial upward displacement relative to the connecting column 10.
Further, in order to limit the axial downward displacement of the steering shaft relative to the connecting post 10, an end of the central shaft 7, which is close to the steering wheel 1, extends out of the adapter sleeve 6, and a stop nut 5 that abuts against an end surface of the adapter sleeve 6 and an inner end surface of the connecting post 10 is screwed to the end. The inner end face of the connecting post 10 refers to an end face of the connecting post 10 near one end of the steering wheel main body. The lower end of the limit nut 5 is formed with a circle of flange extending radially outwards, the lower surface of the flange is respectively abutted against the inner end face of the connecting column 10 and the upper end face of the adapter sleeve 6, and the connecting column 10 is fixed on the steering wheel main body, so that the steering shaft can be limited to generate downward axial displacement relative to the steering wheel main body, and the installation stability of the steering shaft is improved.
The lower end of the adapter sleeve 6 is located outside the connection post 10, and a second external spline 6c is formed on the outer circumferential surface thereof corresponding to the first external spline 1d on the connection post 10.
The sleeve 9 can be sleeved on the outer side of the adapter sleeve 6 and is in constant spline connection with the adapter sleeve 6, the sleeve 9 moves up and down along the sleeve 9, and when the sleeve 9 moves upwards to be connected with the first external spline 1d and the second external spline 6c at the same time, the sleeve 9 is coupled with the connecting column 10, so that the coupling between the steering wheel 1 and the steering shaft is realized; when the sleeve 9 moves down to be connected with only the second external spline 6c, the sleeve 9 and the connection post 10 are decoupled, whereby decoupling between the steering wheel 1 and the steering shaft is achieved.
It should be noted that, the adapter sleeve 6 and the steering shaft may be integrally formed into the same component without considering the difficulty of modification and the cost. In this case, the construction of the steering shaft of the existing steering system can be changed without machining a separate adapter sleeve 6.
Referring to fig. 13, a second embodiment of the present invention provides an automobile including the steering system according to the first aspect of the embodiment of the present invention, based on the steering system provided in the first aspect of the embodiment of the present invention.
The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited thereto. The technical solution of the invention can be subjected to a plurality of simple variants within the scope of the technical idea of the invention. Including the various specific features being combined in any suitable manner. The various possible combinations of the invention are not described in detail in order to avoid unnecessary repetition. Such simple variations and combinations are likewise to be regarded as being within the scope of the present disclosure.
Claims (6)
1. A steering system, characterized in that it comprises a steering wheel (1), a steering shaft capable of transmitting the rotational torque of the steering wheel (1) to wheels in a coupled state to steer the wheels, and a clutch mechanism (4) provided between the steering wheel (1) and the steering shaft for decoupling or coupling the steering wheel (1) and the steering shaft;
the steering wheel (1) comprises a steering wheel body and a hollow connecting column (10) coaxially fixed on one side of the steering wheel body facing the steering shaft; the steering shaft extends into the connecting column (10) and is coaxially arranged with the connecting column (10); the clutch mechanism (4) comprises a sliding block arranged on the outer sides of the connecting column (10) and the steering shaft and a driving piece used for driving the sliding block to move along the axial direction of the steering shaft and the connecting column (10) so as to decouple or couple the connecting column (10) and the steering shaft;
the sliding block is a sleeve (9), a bearing (13) is coaxially fixed outside the sleeve (9), and the outer ring of the bearing (13) is connected with the driving piece to drive the sleeve (9) to axially translate along the steering shaft and the connecting column (10) under the driving of the driving piece;
a first internal spline (9 d) capable of being in spline connection with the connecting column (10) and a second internal spline (9 c) capable of being in spline connection with the steering shaft are formed on the inner peripheral surface of the sleeve (9); -the inner diameter of the axial section of the sleeve (9) with the first internal spline (9 d) is different from the inner diameter of the axial section of the sleeve (9) with the second internal spline (9 c);
the clutch mechanism (4) further comprises a framework (8) with a cavity formed inside, the sliding block is accommodated in the cavity, and the driving piece is positioned outside the cavity; the cavity is internally provided with a second limiting surface which can be abutted with a first limiting surface formed on the outer side wall of the sliding block at a coupling position so as to limit the displacement of one axial side of the sliding block;
the first limiting surface is a conical surface, one end of the conical surface with a larger radial size is closer to the steering wheel (1), and the one end with the larger radial size is a radial step which abuts against one end face of the inner ring of the bearing (13) to limit the axial position of one end of the bearing (13).
2. The steering system of claim 1, wherein the steering system comprises a steering system,
the first internal spline (9 d) and/or the second internal spline (9 c) are trapezoid internal splines arranged along an axial direction parallel to the sleeve (9), and the connecting column (10) and/or the steering shaft are/is formed with trapezoid external splines which can be matched with the trapezoid internal splines in a gradient mode.
3. The steering system of claim 1, wherein the driver comprises: the device comprises a power output part (12), a screw rod coaxially fixed with an output shaft of the power output part (12), and a driving block (14) in threaded connection with the screw rod, wherein the driving block (14) is fixed with an outer ring of the bearing (13); and/or the outer peripheral surface of the sleeve is also provided with a limiting structure which is propped against the end surface of the other end of the inner ring of the bearing (13) to limit the axial position of the other end of the bearing.
4. A steering system according to any one of claims 1-3, characterized in that one end of the steering shaft and one end of the connecting column (10) extend into the cavity of the skeleton (8), respectively; the steering shaft is fixed with the framework (8), and the connecting column (10) is rotationally connected with the framework (8) through a bearing (11).
5. Steering system according to claim 1, characterized in that the steering shaft comprises a central shaft (7) and an adapter sleeve (6) sleeved outside the central shaft (7); the central shaft (7) is in spline connection with the adapter sleeve (6) to limit circumferential displacement of the adapter sleeve (6) relative to the central shaft (7);
the central shaft (7) is provided with a first conical section (7 b) which is in taper fit with the inner peripheral surface of the adapter sleeve (6) in the axial direction, and the adapter sleeve (6) is provided with a second conical section which is in taper fit with the inner peripheral surface of the connecting column (10) in the axial direction; -the ends of the first conical section (7 b) and the second conical section, which ends have smaller radial dimensions, are both closer to the steering wheel (1);
one end, close to the steering wheel (1), of the central shaft (7) extends out of the switching sleeve (6), and is in threaded connection with a limit nut (5) which is abutted against the end face of the switching sleeve (6) and the end face of the inner end of the connecting column (10);
the clutch mechanism (4) is used for decoupling the adapter sleeve (6) and the connecting column (10).
6. An automobile, characterized in that it comprises a steering system according to any one of claims 1-5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911023746.3A CN112706831B (en) | 2019-10-25 | 2019-10-25 | Steering system and automobile |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911023746.3A CN112706831B (en) | 2019-10-25 | 2019-10-25 | Steering system and automobile |
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| CN112706831A CN112706831A (en) | 2021-04-27 |
| CN112706831B true CN112706831B (en) | 2023-06-13 |
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| DE102011109691A1 (en) * | 2011-08-06 | 2013-02-07 | Daimler Ag | The steering spindle arrangement |
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| CN112706831A (en) | 2021-04-27 |
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