CN114407597B

CN114407597B - Control system of vehicle and hovercar

Info

Publication number: CN114407597B
Application number: CN202210107543.8A
Authority: CN
Inventors: 孔闯
Original assignee: Guangdong Huitian Aerospace Technology Co Ltd
Current assignee: Guangdong Huitian Aerospace Technology Co Ltd
Priority date: 2022-01-28
Filing date: 2022-01-28
Publication date: 2022-09-06
Anticipated expiration: 2042-01-28
Also published as: CN114407597A

Abstract

The application relates to a control system and a flying automobile. The steering system comprises an electric control steering gear assembly and a steering column assembly. The steering column assembly comprises a support suitable for being installed on a body of a flying automobile, a transmission shaft connected to the electric control steering gear assembly, a steering shaft movably connected to the support and the transmission shaft, a rotating clutch mechanism and a pulling clutch mechanism. The rotary clutch mechanism is connected between the transmission shaft and the steering shaft and used for limiting or releasing the freedom degree of relative rotation between the transmission shaft and the steering shaft. The pull clutch mechanism is connected between the bracket and the steering shaft and used for limiting or releasing the freedom degree of the steering shaft to move axially relative to the bracket. The control system combines two steering systems of the flying automobile on the land and in the air, and reduces misoperation of an operator caused by continuously switching the control mechanism.

Description

Control system of vehicle and hovercar

Technical Field

The application relates to the technical field of vehicles, in particular to a control system of a vehicle and a hovercar.

Background

The aerocar is a brand new technical field, can integrate a land-based mode and a flight mode, and can switch between the two modes.

In the related art, the driving attitude of the hovercar needs to be controlled by two operating systems respectively in a land-going mode and a flying mode, wherein a land steering system of the hovercar drives the steering of tires through mechanical or electric control, and the air steering of the hovercar realizes yawing through directly or indirectly controlling the force action of gas on the hovercar body. The two steering systems are important man-machine interaction components in a manned vehicle control system, and play an important role in controlling and stabilizing the longitudinal attitude and the transverse attitude of an airplane and controlling the ground driving direction.

The two sets of control mechanisms of the aerocar are complex in layout and control process, large in structural redundancy and high in misoperation rate.

Disclosure of Invention

The embodiment of the application provides a control system of a vehicle and a hovercar.

In a first aspect, an embodiment of the present application provides a steering system, which includes an electronically controlled steering gear assembly and a steering column assembly. The electric control steering gear assembly is suitable for being connected to a land control system of the aerocar so as to drive wheels of the aerocar to steer. The steering column assembly comprises a support, a transmission shaft, a steering shaft, a rotating clutch mechanism and a drawing clutch mechanism. The bracket is suitable for being arranged on the body of the aerocar; the transmission shaft is connected with the electric control steering gear assembly so as to drive the electric control steering gear assembly to steer through the rotation motion of the transmission shaft; the steering shaft is movably connected to the bracket and the transmission shaft. The rotary clutch mechanism is connected between the transmission shaft and the steering shaft and used for limiting or releasing the degree of freedom of relative rotation between the transmission shaft and the steering shaft, and the rotation angle of the steering shaft when rotating relative to the transmission shaft is used for inputting the flight driving system so that the flight driving system controls the steering attitude of the flying automobile when flying; the pulling clutch mechanism is connected between the support and the steering shaft and used for limiting or releasing the degree of freedom of axial movement of the steering shaft relative to the support, and the displacement of the steering shaft relative to the support during movement is used for inputting the flight driving system of the aerocar so that the flight driving system controls the pitching attitude of the aerocar during flight.

In a second aspect, the embodiment of the present application further provides a flying automobile, which includes an automobile body, a land driving system, a flying driving system, and the above-mentioned steering system. The land driving system is arranged on the vehicle body and used for providing power for the flying vehicle to run on the land; the flight driving system is arranged on the vehicle body and used for providing power for the flying vehicle to run in the air; the operating system is connected to the vehicle body.

Compared with the prior art, the control system provided by the embodiment of the application can be simultaneously suitable for controlling the land-based mode and the flight mode of the aerocar, wherein the steering shaft is connected to the bracket and the transmission shaft and is used for driving the aerocar to steer in the land-based mode or in the flight mode based on the rotation of the steering shaft. The rotary clutch mechanism limits the degree of freedom of relative rotation between the transmission shaft and the steering shaft, and at the moment, the steering shaft is rotated to drive the transmission shaft to rotate, so that the electric control steering gear assembly is driven to steer, and the steering action of the aerocar in a land-going mode is realized. The transmission shaft is connected with the electric control steering gear assembly and used for rotating along with the steering shaft so as to control the electric control steering gear assembly to steer. The rotary clutch mechanism is used for releasing the freedom degree of relative rotation between the transmission shaft and the steering shaft. When the steering shaft is driven by external force to rotate, the rotation angle parameter of the steering shaft is transmitted to a flight driving system of the aerocar, and the flight driving system realizes the steering action of the aerocar in a flight mode according to the rotation angle parameter. When the freedom degree of relative rotation between the transmission shaft and the steering shaft is released, the pull-out clutch mechanism releases the freedom degree of axial movement of the steering shaft relative to the support, and when the steering shaft is driven by external force to move axially, the flight driving system of the aerocar is informed, so that pitching action of the aerocar in a flight mode is realized.

The control system effectively combines two steering systems of the flying automobile on the land and in the air, avoids the layout of two control mechanisms of the flying automobile, can realize free switching between flying and land running under the condition of not changing a control device, reduces misoperation caused by continuously switching the control mechanisms by an operator, and accords with the driving habit of a single vehicle.

Drawings

In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.

Fig. 1 is a schematic overall structural diagram of an aircraft provided in an embodiment of the present application.

Fig. 2 is a schematic overall structural diagram of a steering system according to an embodiment of the present application.

Fig. 3 is a schematic view of the overall structure of the steering column assembly of the steering system shown in fig. 2.

FIG. 4 is a partial schematic structural view of a housing and bracket of the steering column assembly of the steering system of FIG. 2.

Fig. 5 is a schematic view of a steering shaft of a steering column assembly of the steering system of fig. 2.

FIG. 6 is a schematic view of a drive shaft of the steering column assembly of the steering system of FIG. 2.

Fig. 7 is an orthographic view of an end face of the steering shaft shown in fig. 5.

FIG. 8 is a schematic diagram of the rotary reset assembly of the steering column assembly of the steering system of FIG. 2.

FIG. 9 is a schematic partial structural view of a rotary clutch mechanism of the steering column assembly of the steering system of FIG. 2.

FIG. 10 is a schematic structural view of a rotation stop coupling of the steering column assembly of the steering system of FIG. 2.

Fig. 11 is a schematic structural view of the main housing of the housing shown in fig. 4.

FIG. 12 is an enlarged view of area A of the steering column assembly of the steering system of FIG. 3.

FIG. 13 is a schematic diagram of a portion of a pull-out clutch mechanism of the steering column assembly of the steering system of FIG. 2.

Fig. 14 is a schematic view of the moving reset assembly of the pull clutch mechanism of fig. 13.

Fig. 15 is an enlarged view of a region B of the pulling clutch mechanism shown in fig. 13.

Fig. 16 is a partial structural view of the pulling clutch mechanism shown in fig. 13.

Fig. 17 is an enlarged view of a region C of the pulling clutch mechanism shown in fig. 16.

Fig. 18 is an orthographic view of a portion of the structure of the support and bracket of the housing of fig. 4.

Fig. 19 is a cross-sectional view taken along line D-D of the support and bracket of the housing of fig. 18.

FIG. 20 is a schematic illustration of the center console of the hovercar of FIG. 1.

Detailed Description

The technical solutions in the embodiments of the present application will be described clearly and completely with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only some embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

In the description of the present invention, it is to be understood that the terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in the orientations and positional relationships indicated in the drawings only for the convenience of description and simplicity of description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and thus, are not to be construed as limiting the present invention.

In the description of the present invention, it should be noted that the terms "mounted," "connected," and "connected" are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected unless otherwise explicitly stated or limited. Either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.

Referring to fig. 1 and fig. 2, the present embodiment provides a control system 100 and a flying vehicle 200 equipped with the control system 100, wherein the control system 100 can be applied in the flying vehicle 200 to implement free switching between the land-driving steering and the air-driving steering and pitching of the flying vehicle 200 according to the control action of the driver.

In the present embodiment, the hovercar 200 may include a body 10, a land drive system 30, a flight drive system 50, and a maneuvering system 100.

The vehicle body 10 is used for loading passengers and/or cargo. The body 10 may include a frame, a shell, etc., disposed within the shell for forming an integral support structure for the hovercar 200.

A ground drive system 30 may be provided to the vehicle body 10 for providing forward power and braking resistance to the hovercar 200 in land mode. Specifically, the land drive system 30 may be mounted inside the vehicle body 10 or/and secured to the vehicle frame and electrically connected to the center console 70 of the hovercar 200. In the subject embodiment, the land drive system 30 may include wheels 32, and may also include clutches, transmissions, driveshafts, gear reducers 24, etc. for providing forward power and braking resistance to the hovercar 200. Further, the road drive system 30 may also include a power plant connected to the wheels 32 to provide a source of power for the wheels 32. The power plant may include, but is not limited to including: battery pack, motor, engine, etc.

In the embodiment of the present application, the land control system 30 may further include a land controller (not shown) for receiving the parameters input by the control system 100 to control the driving parameters of the hovercar 200. For example, after the control system 100 generates control commands or control parameters based on the driver's steering actions, the land-based controller is used to convert the control commands or control parameters into driving parameters of the hovercar 200, and the driving parameters include but are not limited to: at least one of driving torque, steering angle parameter, braking torque, etc., and the land controller is further configured to control the power plant, and thus the steering of the wheels 32, based on the driving parameter. Further, the land controller may be a control center (e.g., a center console, a control motherboard, etc.) of the hovercar 200. Alternatively, the land controller may be a separate land control motherboard that is integrated into the center console 70.

A flight drive system 50 may be provided to the vehicle body 10 for providing a propulsive thrust for the hovercar 200 in flight mode. Specifically, the flight drive system 50 may be located inside or outside the vehicle body 10, such as housed within a vehicle shell, or attached to an outside or top portion of a vehicle shell, or the like. Further, the flight driving system 50 is electrically connected to the console 70 of the hovercar 200, so as to change the flight attitude of the hovercar 200 under the control of the console 70. In some embodiments, the flight drive system 50 may include a jet engine and/or a propeller to provide propulsion to the hovercar 200 in different directions depending on the jet state of the jet engine and/or the blade state of the propeller.

In the embodiment of the present application, the flight driving system 50 may further include a flight controller (not shown in the figure) for receiving the parameters input by the control system 100 to control the flight attitude parameters of the hovercar 200. For example, after the control system 100 generates control commands or control parameters based on the steering actions of the driver, the flight controller is used to convert the control commands or control parameters into flight attitude parameters of the hovercar 200, and the flight attitude parameters include, but are not limited to: the flight controller is also used for controlling the power device according to the flight attitude parameters so as to control the jet state of the jet engine or/and the blade state of the propeller. Further, the flight controller may be a control center (e.g., a console, a control board, etc.) of the hovercar 200. Alternatively, the flight controller may be a separate flight control motherboard that is integrated into the center console 70.

Referring to fig. 1, the control system 100 may be disposed on the body 10 and electrically connected to the center console 70 of the hovercar 200, and the control system 100 is used for controlling the turning motion of the hovercar 200 during the land driving and the turning and pitching motion of the hovercar 200 during the air driving.

Further, the steering system 100 may include an electronically controlled steering gear assembly 20, a connecting shaft 40, and a steering column assembly 60.

Electronically controlled steering assembly 20 is connected to wheels 32 of a land drive system 30 for controlling the steering attitude of flying vehicle 200 when in the land mode. Electronically controlled steering gear assembly 20 may include steering components such as controller 21, steering motor 23, speed reducer 24, and axle 25. The controller 21 is electrically connected to the steering column assembly 60 and is configured to receive a steering signal of the steering column assembly 60, the steering motor 23 is electrically connected to the controller 21, the transmission structure such as the speed reducer 24 is connected to the steering motor 23 in a transmission manner, and the axle 25 is connected between the speed reducer 24 and the wheel 32. The steering motor 23 drives a transmission structure such as a speed reducer 24 to drive the axle 25 to steer the wheels 32 based on the steering signal received by the controller 21.

The connecting shaft 40 is connected between the electric steering gear assembly 20 and the steering column assembly 60, and is used for transmission and installation of components such as a speed reducer, and the structure of the connecting shaft 40 is not limited in this specification.

The steering column assembly 60 is connected to one end of the connecting shaft 40 away from the electric control steering assembly 20 and is electrically connected to the flight driving system 50, and the steering column assembly 60 is used for controlling the steering attitude of the hovercar 200 in the flight mode or driving the electric control steering assembly 20 to steer through the connecting shaft 40.

Referring to fig. 2 and 3, in the present embodiment, the steering column assembly 60 may include a bracket 61, a housing 62, a transmission shaft 63, a steering shaft 64, a rotating clutch 65 and a pulling clutch 66. The bracket 61 is fixedly connected to the vehicle body 10, and the housing 62 is attached to the bracket 61. The transmission shaft 63 penetrates through the housing 62 and is connected to the electric steering gear assembly 20 through the connection shaft 40, and the transmission shaft 63 drives the electric steering gear assembly 20 to steer through the rotation motion of the transmission shaft 63. The steering shaft 64 is disposed through the housing 62 and coaxial with the transmission shaft 63, and the steering shaft 64 is movably connected with the housing 62. In the step of "driving" the electronically controlled steering gear assembly 20 to steer by the rotation motion of the transmission shaft 63, the "driving" may be understood as "mechanically driving to rotate" or may be understood as "indirectly driving by using a rotation parameter", for example, the rotation motion of the transmission shaft 63 may be transmitted to a driving part of the electronically controlled steering gear assembly 20, so that the electronically controlled steering gear assembly 20 is controlled to move; as another example, a rotational parameter of the drive shaft 63 can be transmitted to the controller 21 of the electronically controlled steering assembly 20, and the controller 21 can control the drive member to move based on the rotational parameter. Further, "coupled" in "movably coupled" may include an indirect coupling or a direct coupling, for example, the steering shaft 64 and the housing 62 may be coupled by a bearing, or, for example, the steering shaft 64 and the housing 62 may be coupled by a rotation fit via a protrusion and a groove disposed on the steering shaft 64.

A rotating clutch mechanism 65 is connected between the bracket 61 and the steering shaft 64, and serves to restrict or release the degree of freedom of relative rotation between the transmission shaft 63 and the steering shaft 64. When the degree of freedom of relative rotation between the propeller shaft 63 and the steering shaft 64 is released, the steering shaft 64 can rotate relative to the propeller shaft 63, and the rotation angle of the steering shaft 64 when rotating relative to the propeller shaft 63 is used as an input to the flight drive system 50, so that the flight drive system 50 can control the steering attitude of the flying automobile 200 during flight according to the rotation angle. A pull clutch mechanism 66 is connected between the bracket 61 and the housing 62 and serves to limit or release the freedom of axial movement of the steering shaft 64 relative to the bracket 61. When the degree of freedom of the axial movement of the steering shaft 64 with respect to the bracket 61 is released, the steering shaft 64 can be rotated with respect to the bracket 61, and the displacement amount of the steering shaft 64 when moving with respect to the bracket 61 is used as an input to the flight drive system 50 of the flying automobile 200, so that the flight drive system 50 can control the pitch attitude of the flying automobile 200 when flying according to the displacement amount.

When the flying vehicle 200 is in the land-based mode, the rotating clutch mechanism 65 limits the degree of freedom of relative rotation between the transmission shaft 63 and the steering shaft 64, and when the steering shaft 64 is driven to rotate by an external force, the steering shaft 63 and the connecting shaft 40 control the electronically controlled steering assembly 20, so as to control the steering movement of the wheels 32. When the flying automobile 200 is in a flying mode, the rotating clutch mechanism 65 releases the degree of freedom of relative rotation between the transmission shaft 63 and the steering shaft 64, and when the steering shaft 64 is driven by external force to rotate, the flying drive system 50 controls the steering attitude of the flying automobile 200 during flying based on the rotation angle of the steering shaft 64; when the steering shaft 64 is driven by an external force to move axially, it can drive the transmission shaft 63 and the housing 62 to move axially relative to the bracket 61, and the flight driving system 50 controls the pitch attitude of the hovercar 200 during flight based on the displacement of the housing 62 or/and the steering shaft 64 when moving relative to the bracket 61.

Therefore, the control system 100 provided by the present application can be simultaneously applied to control of the land mode and the flight mode of the hovercar 200, thereby avoiding the layout of two sets of control mechanisms of the hovercar 200, realizing the free switching between flight and land driving without changing the control device, and reducing the misoperation caused by continuously switching the control mechanisms for the operator.

Some possible embodiments of the present application will be described in detail below with reference to the specific drawings.

Referring to fig. 4, the bracket 61 may be fixedly connected to the vehicle body 10 via the instrument desk assembly and used to mount the steering column assembly 60. In the present embodiment, the bracket 61 includes a first connecting portion 612 and two first clamping portions 614, the first connecting portion 612 is connected between the two first clamping portions 614, the two first clamping portions 614 are oppositely disposed at an interval, and a first clamping space 6141 is formed, and the first clamping space 6141 is used for accommodating the housing 62. In this embodiment in particular, the first connecting portion 612 and the two first clamping portions 614 may each have a substantially plate shape, and the two first clamping portions 614 are substantially parallel to each other to facilitate clamping the housing 62 together.

The housing 62 is movably disposed through the first clamping space 6141 and connected to the bracket 61. In this embodiment, the housing 62 includes a main housing 621 and a support member 623 connected to the main housing 621, and the main housing 621 has a substantially cylindrical shape with both ends penetrating therethrough and is used for mounting and accommodating the steering shaft 64 and the transmission shaft 63. The support 623 is attached to the outer peripheral wall of the main housing 621.

The support member 623 comprises a second connecting portion 6231 and two second clamping portions 6233, the second connecting portion 6231 is connected between the two second clamping portions 6233, and the two second clamping portions 6233 are respectively clamped at two sides of the main housing 621 and fixedly connected with the main housing 621. Two second clamping portions 6233 are located between the two first clamping portions 614, and a second connecting portion 6231 is located between the first connecting portion 612 and the main housing 621.

Referring to fig. 4 and 5, in the present embodiment, the steering shaft 64 is disposed through the main housing 621 for receiving the steering action of the driver to generate rotation or axial movement. In the present embodiment, the steering column assembly 60 may further include a steering wheel 642 (see fig. 2), and the steering wheel 642 is connected to an end of the steering shaft 64 so that the driver can operate the steering shaft 64. A steering wheel 642 is rotatably disposed in the vehicle body 10 for rotating or moving the steering shaft 64 according to the operation of the driver. Further, the steering wheel 642 is configured to: when the hovercar 200 is in the flight mode, controlling the yaw attitude of the hovercar 200 based on the self rotation angle and controlling the pitch attitude of the hovercar 200 based on the self axial displacement; and controlling the steering attitude of the hovercar 200 based on the turning angle thereof when the hovercar 200 is in the land mode. Because the steering wheel 642 is connected to the steering shaft 64 in a rotation-stop manner, the rotation angle and the axial displacement of the steering wheel 642 also represent the rotation angle and the axial displacement of the steering shaft 64.

Further, the steering shaft 64 may include a main shaft body 641 and an insertion part 643 disposed at an end of the main shaft body 641, wherein an end of the main shaft body 641 away from the insertion part 643 is connected to the steering wheel 642 in a rotation-stop manner. The spindle body 641 is substantially accommodated in the main housing 621 of the housing 62 and is connected to the inner wall of the main housing 621 through a bearing, so that the spindle body 641 and the housing 62 have a relative rotational freedom but are not axially movable (in other words, they can move axially in a synchronous manner). Referring to fig. 3, a rotation angle sensor 68 may be disposed between the main shaft body 641 and the housing 62, and the rotation angle sensor 68 is configured to detect a rotation angle of the main shaft body 641. The rotation angle sensor 68 is electrically connected to the flight controller of the flight driving system 50 and also electrically connected to the land controller of the land driving system 30, when the flight vehicle 200 is in the flight mode, the transmission shaft 63 and the steering shaft 64 are in a relatively rotatable state, and the rotation angle sensor 68 is configured to transmit the detected rotation angle parameter to the flight controller, so as to allow the flight driving system 50 to control the steering attitude (i.e., yaw angle) of the flight vehicle 200 during flight based on the rotation angle; when the flying car 200 is in the land mode, the propeller shaft 63 and the steering shaft 64 are in a relatively non-rotatable state, and the rotation angle sensor 68 is used to transmit the detected rotation angle parameter to the land controller, so as to allow the flight driving system 50 to control the steering attitude (i.e., the traveling direction) of the flying car 200 based on the rotation angle.

Referring to fig. 5, in the present embodiment, the insertion portion 643 is configured to be engaged with the transmission shaft 63, for example, the insertion portion 643 is engaged with the transmission shaft 63, and the two can rotate relatively. Further, the insertion part 643 is connected to an end of the main shaft body 641, and an outer diameter of the insertion part 643 is smaller than an outer diameter of the main shaft body 641, so that when the insertion part 643 is inserted into and mated with the transmission shaft 63, an outer surface of the transmission shaft 63 can be connected to an outer surface of the main shaft body 641.

In some embodiments, the bracket 61 and the housing 62 may be omitted, and the steering shaft 64 may be movably connected to the vehicle body 10, either to move along its own axis relative to the vehicle body 10 or to rotate around its own axis relative to the vehicle body 10, thereby achieving the effects of rotating the clutch mechanism 65 and pulling the clutch mechanism 66.

The transmission shaft 63 is disposed at one end of the insertion portion 643, and is used for connecting the electric steering gear assembly 20 through the connection shaft 40, and rotating along with the rotation of the steering shaft 64 in the land traveling mode, so as to control the electric steering gear assembly 20 to steer, and realize the steering of the flying car 200 in the land traveling mode. Referring to fig. 6, further, an insertion cavity 632 is formed at one end of the transmission shaft 63 close to the steering shaft 64, and the transmission shaft 63 is rotatably matched with the steering shaft 64 through the insertion cavity 632. Specifically, the insertion part 643 of the steering shaft 64 is rotatably received in the insertion cavity 632, so that the steering shaft 64 and the transmission shaft 63 have rotational freedom. In the embodiment of the present application, the rotational degree of freedom thereof satisfies the requirement of the rotation angle range of the yaw angle in the flight mode, for example, the rotation angle range of the insertion part 643 and the insertion cavity 632 is controlled to be between-90 ° and 90 °, the angle range can be realized by the matching structure between the transmission shaft 63 and the steering shaft 64, for example, the transmission shaft 63 can be provided with the first limit part 634, and the steering shaft 64 can be provided with the matching part 6412 (as shown in fig. 7) matching with the first limit part 634.

Specifically, the first position-limiting portion 634 is substantially block-shaped, and is disposed at an end of the inner wall of the insertion cavity 632 close to the steering shaft 64, and protrudes relative to the end surface of the transmission shaft 63. The engaging portion 6412 may be a groove structure engaged with the first position-limiting portion 634, and the arc length of the groove is set to limit the moving range of the first position-limiting portion 634; in other embodiments, the engaging portion 6412 may also be a protrusion opposite to the first position-limiting portion 634, and the limitation of the position-limiting angular range is achieved by designing redundancy at the position where the protrusion engages with the first position-limiting portion 634. In the embodiment of the present application, the matching portion 6412 is a limiting groove, the limiting groove is substantially arc-shaped, and the limiting groove is located on an end surface of the main shaft body 641 close to the insertion portion 643 and is disposed around an outer wall of the insertion portion 643. When the insertion part 643 is received in the insertion cavity 632, at least a portion of one end of the first limiting part 634 close to the main shaft body 641 is movably received in the slot-shaped matching part 6412; when the insertion part 643 and the insertion cavity 632 rotate relatively, the first limit part 634 slides in the groove-shaped matching part 6412. By setting the circumferential arc length of the fitting portion 6412, it is achieved that the steering shaft 64 is rotated by an angle between-90 ° and +90 ° with respect to the transmission shaft 63. The initial angle of the steering wheel 642 at the initial position may be set to 0, and the rotation angle of the steering wheel 642 may be a rotation angle of itself with respect to the initial angle, and the steering wheel 642 controls the yaw attitude angle of the hovercar 200 in the flight mode based on the rotation angle.

With continued reference to fig. 6, in some embodiments, to improve the handling feel of the driver, a damping force exists for the relative rotation between the steering shaft 64 and the transmission shaft 63, which may be achieved, for example, by a rotational damping member 610 between the steering shaft 64 and the transmission shaft 63. The present application does not limit the specific structure of the rotational damping member 610, for example, the rotational damping member 610 may be a damping bushing or a damping washer, etc. which can provide a damping force, in this embodiment, the rotational damping member 610 is a damping bushing, and the rotational damping member 610 is sleeved outside the insertion part 643 and located between the insertion part 643 and the inner wall of the insertion cavity 632. As the steering shaft 64 and the transmission shaft 63 rotate relative to each other, the rotational damper member 610 is deformed by frictional force, and generates a frictional resistance in the opposite direction to the steering shaft 64, thereby providing a damping feeling to the driver's rotation of the steering wheel 642.

In this embodiment, the rotational damping member 610 is attached to the inner wall of the plug cavity 632, and the first position-limiting portion 634 is connected to the inner wall surface of the plug cavity 632, so that the rotational damping member 610 has a slot 6101 for accommodating the first position-limiting portion 634. The slot 6101 is disposed at an end of the rotational damping member 610 close to the spindle body 641, and an end of the rotational damping member 610 away from the bottom of the plugging cavity 632 penetrates through the rotational damping member 610, and the first position-limiting portion 634 is accommodated in the slot 6101.

In some embodiments, to achieve the resetting of the steering shaft 64, the steering column assembly 60 may further include a rotational resetting assembly 69, the rotational resetting assembly 69 is disposed between the steering shaft 64 and the transmission shaft 63, and the rotational resetting assembly 69 uses a torsional force to drive the steering shaft 64 to be rotationally reset relative to the transmission shaft 63, so as to solve the mechanical resetting problem of the steering wheel 642. The specific structure of the rotating return assembly 69 is not limited in this application, for example, the rotating return assembly 69 may be a spring or other elastic body (e.g., a spring, a torsion spring, an elastic sleeve, etc.) capable of driving the steering shaft 64 to rotate relative to the transmission shaft 63. In the present embodiment, the rotating return member 69 is a rubber torsion spring structure, which is located in the insertion portion 643 and is connected between the steering shaft 64 and the transmission shaft 63. When the steering shaft 64 rotates relative to the transmission shaft 63 under an external force, the steering shaft 64 and the transmission shaft 63 respectively drive two ends of the rubber torsion spring to rotate/twist relative to each other, and the rubber torsion spring generates elastic deformation; when the external force is removed, the rubber torsion spring resets and drives the steering shaft 64 to reset, so that the mechanical return problem of the steering wheel 642 is solved.

Further, in order to accommodate the rotating reset assembly 69, an accommodating cavity 6431 (see fig. 5) is formed at an end of the insertion part 643 close to the bottom of the insertion cavity 632, and the accommodating cavity 6431 is formed along an axial direction of the insertion part 643 and penetrates through an end of the insertion part 643 facing away from the main shaft body 641. Referring to fig. 7, the bottom of the accommodating cavity 6431 and the bottom of the inserting cavity 632 are both provided with mounting grooves 6432, and the mounting grooves 6432 are used for mounting the rotating reset assembly 69.

Referring to fig. 6 to 8, the rotating reset assembly 69 of the present embodiment may include a first elastic member 692 and a supporting shaft 694. The present application does not limit the specific structure of the first elastic member 692, for example, the first elastic member 692 may be a spring or other elastic body (e.g., rubber, torsion spring, elastic sleeve, etc.) capable of driving the steering shaft 64 to rotate relative to the transmission shaft 63. In the present embodiment, the first elastic member 692 is made of rubber. The first elastic member 692 is positioned in the receiving cavity 6431 and may include a first connection end 6921, a second connection end 6923, and a plurality of deformation portions 6925. The first connection end 6921 is connected to the steering shaft 64, and specifically, the first connection end 6921 is accommodated in the installation groove 6432 at the bottom of the accommodation cavity 6431 to achieve rotation-stopping connection with the steering shaft 64, that is, the first connection end 6921 rotates along with rotation of the steering shaft 64; the second connecting end 6923 is connected to the transmission shaft 63, and the second connecting end 6923 is limited in the mounting groove 6432 at the bottom of the inserting cavity 632 to realize rotation stopping connection with the transmission shaft 63, that is, the second connecting end 6923 rotates along with the rotation of the transmission shaft 63. The first connecting end 6921 and the second connecting end 6923 are both approximately in a block shape, and the two mounting grooves 6432 are approximately in a strip groove shape matched with the first connecting end 6921 and the second connecting end 6923, so that rotation stopping connection between the first connecting end 6921 and the second connecting end 6923 in a mutually matched mode is achieved, an additional mounting structure is omitted, and the structure can be further simplified.

Each deformation portion 6925 is connected between the first connection end 6921 and the second connection end 6923, and two adjacent deformation portions 6925 are arranged at intervals to form an elastically deformed space. The support shaft 694 is located between the first connection end 6921 and the second connection end 6923, and is disposed in the direction of the central axis of the steering shaft 62. The plurality of deformation portions 6925 surround the supporting shaft 694, so that the supporting shaft 694 can support the deformation portions 6925, the elastic deformation of the deformation portions 6925 is not deviated from the central axis of the steering shaft 64, and the elastic deformation of the deformation portions 6925 is basically a twisting motion around the central axis, which is beneficial to providing a uniform torque for the rotational reset of the steering shaft 64. In this embodiment, the support shaft 694 is made of magnesium-aluminum alloy, which is light in weight and can effectively support the first elastic part 692; first elastic component 692 adopts the rubber sleeve, and its deformability is strong, and it is effectual to reset.

When the rotational clutch mechanism 65 releases the rotational freedom of the steering shaft 64 relative to the transmission shaft 63, the steering wheel 642 drives the steering shaft 64 to rotate relative to the transmission shaft 63, the steering shaft 64 drives the insertion part 643 to rotate relative to the insertion cavity 632, the insertion part 643 drives the first connection end 6921 to rotate, the second connection end 6923 is connected to the transmission shaft 63 which is stationary relative to the steering shaft 64, and therefore, the deformation part 6925 is deformed by the torsional force. When the twisting force on the steering wheel 642 is removed, the deformation part 6925 releases the elastic potential energy to drive the steering shaft 64 to rotate and reset relative to the transmission shaft 63.

Referring to fig. 9, in the present embodiment, the rotating clutch mechanism 65 may include a movable driving member 654 and a rotation stopping connecting member 652. The movable driving member 654 is connected to the housing 62, and the rotation stopping connecting member 652 is disposed on the transmission shaft 63 and is selectively connected to the transmission shaft 63 and/or the steering shaft 64 for stopping rotation so as to limit or release the degree of freedom of relative rotation between the transmission shaft 63 and the steering shaft 64. Further, the rotating clutch mechanism 65 may further include a transmission assembly 656, wherein the transmission assembly 656 is connected between the movable driving member 654 and the rotation stopping connector 652, and under the driving of the movable driving member 654, the rotation stopping connector 652 is driven to move relative to the transmission shaft 63 to be matched with the steering shaft 64, so as to lock the rotation freedom degree of the steering shaft 64 relative to the transmission shaft 63.

Referring to fig. 9 and 10, the rotation stopping connecting member 652 may further include a fitting main body 6520, the fitting main body 6520 is substantially cylindrical with both ends penetrating, the fitting main body 6520 has a predetermined axis O, and the axis O is substantially the same as the direction of the central axis of the steering shaft 64. The fitting body 6520 is provided with a through hole 6521 along the axis O direction thereof so that the rotation stopping connector 652 can be fitted around the outer periphery of the transmission shaft 63 through the through hole 6521. The rotation stop coupling 652 may further include a positioning projection 6523, and the positioning projection 6523 is provided on an inner wall of the through hole 6521 and extends in the axis O direction. The positioning projection 6523 is for engaging with the transmission shaft 63 to prevent the rotation stop link 652 from rotating relative to the transmission shaft 63, and for engaging with the steering shaft 64 to prevent the rotation stop link 652 from rotating relative to the steering shaft 64. For example, referring to fig. 5 and 6 again, a first mating recess 636 is formed on an outer peripheral wall of an end of the transmission shaft 63 close to the steering shaft 64, the first mating recess 636 extends axially along the transmission shaft 63 and penetrates through an end surface of the transmission shaft 63 close to the steering shaft 64, and the positioning protrusion 6523 is slidably received in the first mating recess 636. Further, a second fitting groove 645 is provided on the outer peripheral wall of the steering shaft 64, the second fitting groove 645 extends axially along the steering shaft 64 and penetrates through the end surface of the steering shaft 64 near the transmission shaft 63, and the second fitting groove 645 is used for accommodating the positioning protrusion 6523.

In these embodiments, when the plug part 643 is received in the plug cavity 632, the end surface of the main shaft body 641 substantially overlaps the end surface of the transmission shaft 63, and the main shaft body 641 and the outer peripheral wall of the transmission shaft 63 are substantially continuous, so that when the steering shaft 64 rotates relative to the transmission shaft 63, the second matching groove 645 can rotate to communicate with the first matching groove 636, so that the positioning protrusion 6523 can slide into the second matching groove 645 through the first matching groove 636. The first matching groove 636 and the second matching groove 645 are designed to be in relative communication according to the relative position of the first limiting portion 634 abutting against one end wall of the matching portion 6412, namely the steering shaft 64 and the transmission shaft 63 when the rotation angle is 0, so as to ensure that the first matching groove 636 and the second matching groove 645 are in relative communication when the rotation resetting assembly 69 drives the steering shaft 64 to reset to the rotation angle of 0.

Further, in the present embodiment, the length of the first fitting groove 636 in the direction of the axis O is twice as long as the length of the second fitting groove 645 in the direction of the axis O, and the length of the positioning protrusion 6523 in the direction of the axis O is slightly smaller than the length of the first fitting groove 636 in the direction of the axis O, so that when the positioning protrusion 6523 is only accommodated in the first fitting groove 636, the rotation-stopping lock of the rotation-stopping connector 652 to the steering shaft 64 can be released. However, due to the rotation damping member 610 and the rotation returning member 69, the rotation of the steering shaft 64 may rotate the transmission shaft 63, and thus, the rotation stopping connection member 652 may further include a first fixing portion 6525, and the first fixing portion 6525 is connected to the outer circumference of the mating body 6520 and is used for limiting the transmission shaft 63. When the positioning protrusion 6523 is only received in the first matching groove 636, the first fixing portion 6525 is limited by the housing 62 and is in rotation-stopping connection with the housing 62, so that the transmission shaft 63 is limited by the housing 62, and the steering shaft 64 can independently rotate relative to the transmission shaft 63.

Referring to fig. 9 and 11, the first fixing portion 6525 is substantially in the shape of a pointed tooth and is located at an end of the rotation stopping connecting member 652 far from the steering shaft 64, and the tooth tip thereof is located far from the rotation stopping connecting member 652. The number of the first fixing portions 6525 may be two, and the two first fixing portions 6525 are uniformly distributed with respect to the circumferential direction of the rotation stop link 652. The main housing 621 further includes a mounting ring stand 6212, the mounting ring stand 6212 is fixedly disposed on the inner sidewall of the main housing 621, a fixing groove 6214 is formed on one side of the mounting ring stand 6212 close to the rotation stopping connector 652, and the number of the fixing grooves 6214 may be two. The two first fixing portions 6525 are respectively limited in the two fixing grooves 6214, and the groove bottom of the fixing groove 6214 is adapted to the shape of the first fixing portion 6525. When the rotation stopping connecting member 652 releases the rotational freedom of the steering shaft 64 and the transmission shaft 63, the rotation stopping connecting member 652 is located on the transmission shaft 63, and the first fixing portion 6525 is embedded in the fixing groove 6214, so that the transmission shaft 63 is limited in the main housing 621 and is connected with the main housing 621 in a rotation stopping manner, and thus the steering shaft 64 can rotate relative to the transmission shaft 63 without involving the rotation of the transmission shaft 63.

In other embodiments, the rotation stopping connection 652 may be connected to the steering shaft 64 and the transmission shaft 63 through other structures, for example, the rotation stopping connection 652 is connected to the steering shaft 64 and the transmission shaft 63 through a slidable key connection structure, and the rotation stopping connection 652 may also be connected to the steering shaft 64 or/and the transmission shaft 63. In other embodiments, the rotating clutch mechanism 65 may not include the rotation stop link 652, and the degree of freedom between the steering shaft 64 and the transmission shaft 63 may be locked/released by a link structure connected between the steering shaft 64 and the transmission shaft 63.

Referring to fig. 3 and 9, in the present embodiment, the movable driving member 654 is connected to the housing 62 and electrically connected to the console 70 of the hovercar 200, and is configured to control the transmission assembly 656 to drive the rotation stopping connecting member 652 to move to be connected with the steering shaft 64 in a rotation stopping manner in response to the flight mode switching command of the console 70. The present application does not limit the specific structure of the movable driving member 654, for example, the movable driving member 654 can be a motor or a gear transmission capable of driving the transmission assembly 656 to drive the rotation stopping connection 652 to move, in this embodiment, the movable driving member 654 is a rotating motor, the movable driving member 654 is fixedly connected to one of the second clamping portions 6233 of the support 623, for example, the movable driving member 654 is located at a side of the second clamping portion 6233 away from the transmission shaft 63, that is, outside the housing 62.

Further, in the present embodiment, the transmission assembly 656 may include a drive shaft 6561, a linkage 6562, and a dial shaft 6563.

The drive shaft 6561 is connected to an output shaft of the movable drive member 654 and is driven to rotate by the movable drive member 654. The interlocking portion 6562 is connected to the drive shaft 6561 and is rotated by the drive shaft 6561. Specifically, the driving shaft 6561 is inserted into the second clamping portion 6233 and partially accommodated in the first clamping space 6141, and the linking portion 6562 is located in the first clamping space 6141 and is attached to the second clamping portion 6233 adjacent to the movable driving member 654. The interlocking portion 6562 is substantially in the shape of an elongated ring (e.g., a rectangular ring, an elliptical ring, a waist ring, etc.), one end of which is fixed to the drive shaft 6561 (e.g., welded thereto) relatively, and when the drive shaft 6561 rotates, one end of the interlocking portion 6562 away from the drive shaft 6561 swings around the axis of the drive shaft 6561.

The toggle shaft 6563 is movably connected between the rotation stopping connector 652 and the linkage portion 6562, and drives the rotation stopping connector 652 to move along the axis O under the driving of the linkage portion 6562. Specifically, one end of the toggle shaft 6563 is movably inserted into one end of the linkage portion 6562 away from the driving shaft 6561, and the other end is movably engaged with the rotation stopping connector 652. Further, the dial shaft 656 is substantially parallel to the drive shaft 6561 and is substantially equal in length, and has an axis that is substantially perpendicular to the axis O. In operation, the movable driving member 654 rotates the driving shaft 6561, and the driving shaft 6561 rotates to drive the linkage portion 6562 to rotate, thereby driving the shifting shaft 6563 to move.

To achieve the movable engagement of the dial shaft 6563 and the rotation stop connector 652, the rotation stop connector 652 may further include a second stopper portion 6527 for engaging with the dial shaft 6563 to move the rotation stop connector 652 following the dial shaft 6563. The second stopper portion 6527 is provided on the outer side wall of the rotation stop connector 652, and in the present embodiment, the second stopper portion 6527 is an annular groove formed by two flanges formed by projecting the outer peripheral wall of the rotation stop connector 652 at an interval. One end of the shifting shaft 6563, which is far away from the linkage portion 6562, is located between the two flanges, so as to be embedded in the annular groove, and thus is limited by the second limiting portion 6527. The movable driving member 654 rotates the driving shaft 6561, and the rotation of the driving shaft 6561 moves the shifting shaft 6563 through the linkage 6562, so that the rotation stopping connector 652 is moved axially on the transmission shaft 63 toward or away from the steering shaft 64 to limit or release the degree of freedom of relative rotation between the steering shaft 64 and the transmission shaft 63.

Referring to fig. 12, in some embodiments, the transmission assembly 656 may further include a driving turntable 6564 and a pressing disk 6566, wherein the driving turntable 6564 is coaxially sleeved on the driving shaft 6561 and is located on a side of the second clamping portion 6233 facing away from the main housing 621. The driving dial 6564 is fixedly connected to the driving shaft 6561 and can be driven by the movable driving member 654 to rotate by the driving shaft 6561. The side of the driving dial 6564, which is away from the movable driving member 654, is provided with a plurality of first poking portions 6565, and the plurality of first poking portions 6565 are uniformly arranged along the circumferential direction of the driving dial 6564 and are arranged at intervals. The pressing disc 6566 is slidably fitted around the drive shaft 6561 and is disposed coaxially with the drive shaft 6561, the pressing disc 6566 is substantially opposed to and overlaps the drive turntable 6564, and the pressing disc 6566 is located between the drive turntable 6564 and the second clamping portion 6233. The pressing disk 6566 is provided with a plurality of second poking portions 6567 on the side facing the driving rotating disk 6564, and the plurality of second poking portions 6567 are uniformly arranged along the circumferential direction of the pressing disk 6566 and are arranged at intervals. The plurality of first toggle portions 6565 are respectively inserted into the plurality of second toggle portions 6567 at intervals, and are arranged to intersect the second toggle portions 6567.

During the transition of the vehicle 200 from land mode to flight mode, the anti-rotation linkage 652 is driven onto the drive shaft 63. In the process of moving the rotation stopping connecting piece 652, the moving driving piece 654 drives the driving rotary disc 6564 to rotate at the same time, the first toggle part 6565 rotates relative to the second toggle part 6567, the second toggle part 6567 moves away from the driving rotary disc 6564 through the relative movement and extrusion between the first toggle part 6565 and the second toggle part 6567, so that the pressing disc 6566 is abutted against the support 623, the interlocking part 6562 is abutted against, the interlocking part 6562 is restricted from rotating, the rotation stopping connecting piece 652 is locked on the transmission shaft 63 by the shifting shaft 6563, the possibility of stopping the rotation of the rotation stopping connecting piece 652 in the flight mode is reduced, and the stability in the flight process is improved.

Referring again to fig. 3, in some embodiments, the steering column assembly 60 further includes a position sensor 611, and the position sensor 611 is disposed in the housing 62 at a position corresponding to the anti-rotation link 652. The position sensor 611 is electrically connected to the console 70 of the hovercar 200, and is used for detecting the position of the anti-rotation connecting piece 652, generating a logic signal according to the position of 652 and sending the logic signal to the console 70, so that the console 70 can further confirm that the position of 652 is consistent with the current motion mode of the hovercar 200, and therefore, the position sensor 611 improves the flight safety of the hovercar 200. Specifically, after the hovercar 200 is switched to the flight mode, the center console 70 determines whether each element of the rotating clutch mechanism 65 is in place or not based on the position signal of the rotation stop link 652 detected by the position sensor 611, and whether the condition of the air steering control is met or not, thereby ensuring the flight safety.

Referring to fig. 13 and 14, in the present embodiment, the pulling clutch mechanism 66 is connected between the bracket 61 and the housing 62, and is used for limiting or releasing the freedom of movement of the housing 62 relative to the bracket 61. In some embodiments, if the steering shaft 64 does not move with the housing 62 and the transmission shaft 63 when moving axially, the pull-clutch mechanism 66 is connected between the steering shaft 64 and the bracket 61 for limiting or releasing the freedom of movement of the steering shaft 64 relative to the bracket 61, so that the flight drive system 50 controls the pitch attitude of the hovercar 200 during flight based on the displacement of the steering shaft 64 relative to the bracket 61.

Further, the pulling clutch mechanism 66 includes a locking driving member 661 and a locking assembly 663 connected to the locking driving member 661, the locking driving member 661 is connected to one of the first clamping portions 614 of the bracket 61, the locking assembly 663 is connected between the locking driving member 661 and the first clamping portion 614 where it is located, and the distance between the two first clamping portions 614 is changed under the driving of the locking driving member 661 to control the first clamping portions 614 to loosen or clamp the support 623, so that the freedom of movement of the housing 62 relative to the bracket 61 can be released or limited.

Specifically, the locking actuator 661 is electrically connected to the console 70 of the hovercar 200 and is configured to control the locking assembly 663 to limit the freedom of movement of the housing 62 relative to the bracket 61 in response to a flight mode switching command from the console 70. The present application is not limited to a specific structure of the locking driving member 661, for example, the locking driving member 661 can be a rotary motor, a linear motor, or an air cylinder, etc. capable of driving the locking assembly 663 to move. In this embodiment, the locking driver 661 is a rotating motor fixedly connected to a side wall of the first clamping portion 614 remote from the movable driver 654.

The locking assembly 663 is connected to the output end of the locking driving member 661, in this specific example, the locking assembly 663 may be a transmission structure capable of being controlled to clamp the bracket 61 and the housing 62, for example, the locking assembly 663 may be a clamping jaw mechanism driven by a linkage, a clamping jaw mechanism driven by a gear set, a clamping mechanism driven by a cam set, or the like. In the present embodiment, the locking assembly 663 uses a cam set to achieve clamping between the bracket 61 and the housing 62.

Specifically, in some embodiments of the present application, the locking assembly 663 includes a compression cam 6632 and a fixed cam 6634, the compression cam 6632 and the fixed cam 6634 being substantially opposed and overlapping. The fixed cam 6634 is fixed on the first clamping part 614 of the bracket 61, and a first protrusion 6635 structure is arranged on one side of the fixed cam 6634, which is far away from the bracket 61. The pressing cam 6632 is connected to an output shaft of the locking driving member 661, and a second protrusion 6633 structure is provided on one side of the pressing cam 6632 facing the fixed cam 6634.

When the locking driving member 661 drives the pressing cam 6632 to rotate, the second protrusion 6633 structure rotates relative to the first protrusion 6635 structure, the pressing cam 6632 pushes the fixed cam 6634 to move towards the first clamping portion 614 through the relative movement and extrusion between the second protrusion 6633 structure and the first protrusion 6635 structure, and the fixed cam 6634 simultaneously pushes the corresponding first clamping portion 614 to move by utilizing the elastic deformation capability of the bracket 61, so that the distance between the two first clamping portions 614 is reduced, and the two first clamping portions 614 abut against the second clamping portion 6233 of the shell 62, thereby limiting the freedom of movement of the shell 62 relative to the bracket 61.

When the flying vehicle 200 is switched from the land mode to the flying mode, the locking driving member 661 controls the locking member 6632 to rotate reversely, so that the distance between the two first clamping portions 614 is increased, the clamping of the housing 62 is released, the freedom of movement of the housing 62 relative to the bracket 61 is released, the steering wheel 642 is pulled, the steering wheel 642 drives the steering shaft 64, the steering shaft 64 drives the housing 62 to move relative to the bracket 61, and the flying driving system 50 is allowed to control the pitch attitude of the flying vehicle 200 based on the displacement of the steering shaft 64 or the housing 62.

Referring to fig. 14 to 16, the locking assembly 663 may further include a connecting rod 6636, wherein the connecting rod 6636 is fixedly connected between the two first clamping portions 614 and penetrates through the positions where the two second clamping portions 6233 abut against the first clamping portions 614. One end of the connecting rod 6636 penetrates through the first clamping part 614 close to the locking driving part 661 for installing the pressing cam 6632, and the connecting rod 6636 is movably sleeved with the pressing cam 6632. The two second clamping portions 6233 are both provided with sliding grooves 6232 for the connecting rod 6636 to slide, and the sliding grooves 6232 are arranged along the axis O.

Referring again to fig. 13, in some embodiments, the locking assembly 663 may further include a pressure sensor 613, the pressure sensor 613 may be disposed at the first clamping portion 614 away from the locking driving member 661, the pressure sensor 613 may be electrically connected to the console 70 of the hovercar 200, the console 70 may detect a pressure between the first clamping portion 614 and the housing 62, and provide a pressure signal to the console 70, and the console 70 may determine whether the locking assembly 663 releases the freedom of movement of the housing 62 relative to the bracket 61 based on the pressure signal. After the hovercar is switched to the flight mode, the console 70 determines whether the components of the locking assembly 663 are in place or not based on the pressure signal of the pressure sensor 613, and whether the conditions of pitching control are met or not, thereby ensuring the flight safety.

In some embodiments, steering column assembly 60 further includes a moving reset assembly 80, and moving reset assembly 80 is disposed between bracket 61 and housing 62 and is configured to actuate a moving reset of housing 62 relative to bracket 61. The specific structure of the mobile reduction assembly 80 is not limited by this application. In this embodiment, the moving-return assembly 80 includes a first adjusting member 81 and a second elastic member 83. One end of the second elastic element 83 elastically abuts against the second connecting portion 6231, and the other end elastically abuts against the first connecting portion 612. The specific structure of the second elastic member 83 is not limited in the present application, for example, the second elastic member 83 may be a spring or other elastic body (e.g., a spring, an elastic sleeve, etc.) capable of driving the housing 62 to move relative to the bracket 61.

Referring to fig. 13 and fig. 14, in the present embodiment, the second elastic element 83 is a torsion spring, the center of the torsion spring is fixed to the housing 62 through a second fixing portion 85, and two elastic arms of the torsion spring respectively elastically abut against the bracket 61 and the housing 62. The first adjusting member 81 is adjustably connected between the first connecting portion 612 and the second elastic member 83 for adjusting a deformation degree of the second elastic member 83. Specifically, the first adjusting member 81 may be a screw or other rotatable rod or column that restricts the deformation of the second elastic member 83 by rotation. For example, when the first adjusting member 81 is a screw rod, it passes through the first connecting portion 612 and is in threaded connection with the first connecting portion 612, the elastic arm of the torsion spring can be connected to the screw rod, and when the screw rod rotates relative to the first connecting portion 612, the depth and the depth of the threaded connection are changed, so that the moving position of the elastic arm is driven, and the deformation degree of the second elastic member 83 can be adjusted.

When the pulling clutch mechanism 66 releases the freedom of movement of the housing 62 relative to the bracket 61, the steering wheel 642 is pulled by an external force to move the steering shaft 64, the transmission shaft 63 and the housing 62 relative to the bracket 61, and the support 623 and the first connecting portion 612 compress the second elastic member 83. When the pulling force of the steering wheel 642 is removed, the second elastic member 83 is deformed again, and the pulling support 623 moves and resets relative to the bracket 61.

Referring to fig. 16 and 17, in some embodiments, the steering column assembly 60 further includes a displacement sensor 615, and the displacement sensor 615 is used for detecting the axial displacement of the steering shaft 64 and is adapted to be electrically connected to the flight drive system 50 of the flying car 200, so as to allow the flight drive system 50 to control the pitch attitude of the flying car 200 during flight based on the axial displacement of the steering shaft 64 under the condition that the transmission shaft 63 and the steering shaft 64 can rotate relatively. The displacement sensor 615 may include a moving portion 6152 and a detecting portion 6154, the moving portion 6152 being connected to the second connecting portion 6231 of the support 623, the detecting portion 6154 being connected to the connecting rod 6636 and opposing the moving portion 6152. When the housing 62 and the bracket 61 move relatively, the housing 62 drives the moving portion 6152 to move relative to the detecting portion 6154, so that the displacement sensor 615 can detect the axial displacement of the housing 62, that is, the axial displacement of the steering shaft 64.

Referring to fig. 18 and 19, in some embodiments, to improve the handling feel of the driver, the steering column assembly 60 further includes a movement damping member 90, and the movement damping member 90 is disposed between the housing 62 and the bracket 61. The motion damping assembly 90 may be mounted to the frame 61, and accordingly, the frame 61 may further include two mounting portions 616, the two mounting portions 616 are spaced apart from each other, the two mounting portions 616 are connected by a third connecting portion 618, and the two second clamping portions 6233 are partially received between the two mounting portions 616. The two mounting portions 616 and the third connecting portion 618 are located on one side of the first connecting portion 612 close to the connecting shaft 40.

The movement damping assembly 90 includes a second adjusting member 92 and a damping shim 94, the second adjusting member 92 is disposed through the mounting portion 616, the damping shim 94 and the second clamping portion 6233 and is used to adjust the frictional force between the mounting portion 616 and the second clamping portion 6233. The second adjusting member 92 includes two washers 921, a bolt 923 and a nut 925, wherein the two washers 921 are respectively disposed on opposite sides of the mounting portion 616 and the second clamping portion 6233, the bolt 923 is slidably connected to the second clamping portion 6233, and the nut 925 is in threaded connection with the bolt 923. The mounting portion 616, the damping shim 94 and the support 623 are located between the two shims 921, the bolt 923 is sequentially arranged through one of the shims 921, the mounting portion 616, the damping shim 94, the second clamping portion 6233 and the other shim 921, and the nut 925 is located at one end of the bolt 923 departing from the second clamping portion 6233. By adjusting the tightness of the nut 925 and the bolt 923, the pressing force on the mounting portion 616, the damping washer 94, and the second clamping portion 6233 is changed, thereby adjusting the frictional force between the mounting portion 616 and the second clamping portion 6233.

In the embodiment of the present application, the number of the moving damping assemblies 90 may be two, and the two moving damping assemblies 90 are symmetrically disposed about the axis O between the two mounting portions 616 and the support 623, so as to further increase the frictional force between the housing 62 and the bracket 61, thereby improving the damping feeling of the pulling of the driver.

Referring to FIG. 20, in some embodiments, the hovercar 200 may further include a center console 70. The console 70 is electrically connected to the electronically controlled steering gear assembly 20 and the flight drive system 50, and is configured to: in the case where the degree of freedom of relative rotation between the propeller shaft 63 and the steering shaft 64 is limited (land mode), the steering of the electronically controlled steering gear assembly 20 is controlled in accordance with the rotation angle of the steering shaft 64; in the case where the degree of freedom of relative rotation between the propeller shaft 63 and the steering shaft 64 is released (flight mode), the flight drive system 50 is controlled according to the rotation angle of the steering shaft 64 to control the steering attitude of the hovercar 200 while flying; in the case where the degree of freedom of the axial movement of the housing 62 with respect to the bracket 61 is released, the pitch attitude of the flying automobile 200 during flight is controlled by the flight drive system 50 in accordance with the displacement amount of the steering shaft 64.

Wherein the freedom of axial movement of the housing 62 relative to the bracket 61 can be generated by the console 70 according to the operation of the driver to generate a corresponding command, so as to control the locking assembly 663 to limit/release the freedom of the housing 62 relative to the bracket 61, for example, when the driver desires the flying car 200 to work in the flying mode, the console 70 issues a command for switching the flying mode, the mobile driving member 654 is controlled to release the freedom of relative rotation between the transmission shaft 63 and the steering shaft 64, and the locking driving member 661 releases the freedom of axial movement of the housing 62 relative to the bracket 61; when the pilot desires the flying vehicle 200 to operate in the land mode, a command for switching the land mode is issued through the center console 70, and the movement drive 654 is controlled to restrict the degree of freedom of relative rotation between the drive shaft 63 and the steering shaft 64.

The specific form of the console 70 is not limited in this application, and for example, the console 70 may be button-type, screen-type, or mechanical, electronic, or non-touch-control (e.g., voice, gesture, etc.). In this embodiment, the center console 70 includes a first button 72, an HMI (human machine interface) large screen 74, and a second button 76. The first button 72 and the HMI large screen 74 are electrically connected to the movable driving member 654, so as to control the movable driving member 654 to drive the rotation stopping connecting member 652 to move, limit or release the rotational freedom between the steering shaft 64 and the transmission shaft 63. The second button 76 is electrically connected to the locking driving member 661 for controlling the locking driving member 661 to drive the locking assembly 663 to limit the freedom of movement of the steering shaft 64 relative to the bracket 61. The second button 76 may be operated separately from the flight drive system 50 when the aircraft is in the land mode, and the driver pressing the second button 76 while the aircraft 200 is in the land mode may adjust the position of the steering wheel 642 without signaling the flight drive system 50 to perform a pitch operation.

In the embodiment of the present application, the electrical connection means controlling the state of the hovercar 200 by manipulating the servo system through an electrical signal, so that the manipulation device of the hovercar 200 is more compact and the manipulation manner is more flexible. The connection status of the electrical connection may reduce the psychological stress on the driver when driving the hovercar 200.

The operation of the hovercar provided by the embodiments of the present application is explained as follows:

the whole aerocar 200 is powered on initially and defaults to a land-based mode. The rotation stop connection 652 at this time restricts the rotational freedom between the steering shaft 64 and the transmission shaft 63. The driver rotates the steering wheel 642, the steering wheel 642 drives the transmission shaft 63 to rotate through the steering shaft 64, and the transmission shaft 63 drives the electronically controlled steering assembly 20 to rotate through the connecting shaft 40, so as to complete the steering action of the land-based flying automobile 200.

The pilot presses the first button 72 or via a virtual button on the HMI to put the hovercar 200 into flight mode. The movable driving member 654 receives a signal from the console 70 of the hovercar 200, and drives the rotation stopping connecting member 652 to move away from the steering shaft 64 to the transmission shaft 63 through the transmission assembly 656, so that the rotation stopping connecting member 652 is separated from the steering shaft 64. At this time, the steering wheel 642 is turned, the steering wheel 642 turns the steering shaft 64, and the steering angle sensor 68 notifies the flight drive system 50 to control the steering attitude of the flying vehicle 200 during flight based on the turning angle of the steering wheel 642.

During the flight mode of the hovercar 200, the locking drive 661 drives the locking assembly 663 to release the freedom of movement of the housing 62 relative to the bracket 61, and the driver pulls the steering wheel 642, which moves the housing 62 via the steering shaft 64. The housing 62 moves relative to the bracket 61 in the axial direction of the steering shaft 64, and the flight drive system 50 is notified by the displacement sensor 615, and the pitch attitude of the flying automobile 200 during flight is controlled based on the axial displacement of the housing 62. In flight mode, the second button 76 is in an inactive state.

The control system 100 effectively combines two steering systems of the hovercar 200 on the land and in the air, avoids the layout of two control mechanisms of the hovercar 200, can realize free switching between flight and land running without changing a control device, reduces misoperation caused by continuously switching the control mechanisms by an operator, and accords with the driving habit of a single vehicle.

In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Moreover, various embodiments or examples and features of various embodiments or examples described in this specification can be combined and combined by one skilled in the art without being mutually inconsistent.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

Finally, it should be noted that: the above examples are only for illustrating the technical solutions of the present application, and are not limited thereto. Although the present application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: modifications of the technical solutions described in the embodiments or equivalent replacements of some technical features may still be made. Such modifications and substitutions do not necessarily depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims

1. A vehicle steering system for a flying automobile, the steering system comprising:

the electric control steering gear assembly is suitable for being connected to a land driving system of the aerocar so as to drive wheels of the aerocar to steer; and

a steering column assembly comprising:

the bracket is suitable for being installed on the body of the aerocar;

the transmission shaft is connected with the electric control steering gear assembly so as to drive the electric control steering gear assembly to steer through the rotation motion of the transmission shaft;

the steering shaft is movably connected to the bracket and the transmission shaft, the transmission shaft and the steering shaft are coaxially arranged, and the steering shaft has a degree of freedom which can rotate around the axis of the steering shaft and relative to the transmission shaft;

the rotating clutch mechanism is connected between the transmission shaft and the steering shaft and used for limiting or releasing the freedom degree of relative rotation between the transmission shaft and the steering shaft; when the freedom degree of relative rotation between the transmission shaft and the steering shaft is limited, the transmission shaft rotates along with the rotation of the steering shaft, so that the electric control steering gear assembly is controlled to steer; when the freedom degree of relative rotation between the transmission shaft and the steering shaft is released, the rotation angle of the steering shaft relative to the transmission shaft during rotation is used for inputting a flight driving system, so that the flight driving system controls the steering attitude of the flying automobile during flight; and

and the pulling clutch mechanism is connected between the support and the steering shaft and used for limiting or releasing the degree of freedom of the axial movement of the steering shaft relative to the support, and the displacement of the steering shaft relative to the support during movement is used for inputting the flight driving system of the aerocar so that the flight driving system controls the pitching attitude of the aerocar during flight.

2. The steering system of claim 1, wherein the steering column assembly further comprises a displacement sensor for detecting the amount of displacement, the displacement sensor adapted to be electrically connected to the flight drive system to allow the flight drive system to control the pitch attitude of the hovercar in flight based on the amount of displacement.

3. The operating system of claim 1, wherein the pull clutch mechanism includes a lock actuator coupled to the bracket and a lock assembly coupled to the lock actuator, the lock actuator being electrically coupled to a console of the aircraft and configured to control the lock assembly to lock the steering shaft in response to a flight mode switching command from the console, thereby limiting the freedom of movement of the steering shaft relative to the bracket.

4. The handling system of claim 3, wherein the bracket includes a first clamping portion and a second clamping portion, the first clamping portion and the second clamping portion being spaced apart from one another to form a receiving space; the steering column assembly further comprises a shell, the shell is at least partially accommodated in the accommodating space, and the transmission shaft and the steering shaft are arranged on the shell in a penetrating manner; the steering shaft is rotatably connected to an inner wall of the housing, and the locking assembly is connected between the bracket and the housing.

5. The steering system of claim 1, wherein the steering column assembly further comprises a rotation angle sensor for detecting the rotation angle, the rotation angle sensor being adapted to be electrically connected to the flight drive system to allow the flight drive system to control the rotation attitude of the flying vehicle during flight based on the rotation angle in a state where the propeller shaft and the steering shaft are relatively rotatable.

6. The steering system of claim 1, wherein the rotating clutch mechanism includes a rotation stop coupling slidably disposed at an end of the drive shaft proximate the steering shaft, the rotation stop coupling axially movable relative to the drive shaft to engage the steering shaft to lock rotational freedom of the steering shaft relative to the drive shaft.

7. The operating system of claim 6, wherein the rotating clutch mechanism further comprises a movable driving member and a transmission assembly, the movable driving member is connected to the bracket, the transmission assembly is connected between the movable driving member and the rotation-stopping connecting member, the movable driving member is electrically connected to a console of the flying vehicle and is configured to control the transmission assembly to drive the rotation-stopping connecting member to move to be connected with the steering shaft in a rotation-stopping mode in response to a flight mode switching command of the console.

8. The operating system according to claim 6, wherein the rotation stopping connecting piece is provided with a through hole, the rotation stopping connecting piece is sleeved on the periphery of the transmission shaft through the through hole, and the inner wall of the through hole is provided with a positioning protrusion; a first matching groove is formed in one end, close to the steering shaft, of the transmission shaft, and the positioning protrusion is slidably accommodated in the first matching groove; the periphery wall of steering spindle is equipped with second cooperation recess, second cooperation recess with when first cooperation recess communicates relatively, the location arch can be via first cooperation recess slides extremely in the second cooperation recess.

9. The steering system according to any one of claims 1 to 8, further comprising a steering wheel connected to an end of the steering shaft remote from the transmission shaft, wherein the steering wheel is adapted to rotate or move the steering shaft under the driving of an external force.

10. A flying automobile, comprising:

a vehicle body;

the land driving system is arranged on the vehicle body and is used for providing power for the flying vehicle to run on the land;

the flight driving system is arranged on the vehicle body and used for providing power for the flying vehicle to run in the air; and

a handling system according to any of claims 1 to 9, said handling system being connected to said vehicle body.

11. The flying automobile of claim 10, further comprising a center console electrically connected to the electronically controlled steering gear and the flight drive system, the center console electrically configured to:

under the condition that the freedom degree of relative rotation between the transmission shaft and the steering shaft is limited, the electronic control steering gear is controlled to steer according to the rotation angle of the steering shaft;

under the condition that the degree of freedom of relative rotation between the transmission shaft and the steering shaft is released, controlling the flight driving system according to the rotation angle of the steering shaft so as to control the steering attitude of the flying automobile in flight;

and under the condition that the degree of freedom of the axial movement of the steering shaft relative to the bracket is released, controlling the pitching attitude of the flying automobile during flying through the flight driving system according to the displacement of the steering shaft.