CN114572297A - Steering gear assembly capable of switching steering modes, steering system and vehicle - Google Patents
Steering gear assembly capable of switching steering modes, steering system and vehicle Download PDFInfo
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- CN114572297A CN114572297A CN202210478345.2A CN202210478345A CN114572297A CN 114572297 A CN114572297 A CN 114572297A CN 202210478345 A CN202210478345 A CN 202210478345A CN 114572297 A CN114572297 A CN 114572297A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D3/00—Steering gears
- B62D3/02—Steering gears mechanical
- B62D3/12—Steering gears mechanical of rack-and-pinion type
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Abstract
A steering gear assembly, a steering system and a vehicle capable of switching steering modes are disclosed, wherein the steering gear assembly comprises: a first rack and pinion mechanism comprising: a first gear and a first rack; a second rack and pinion mechanism comprising: the second gear, the reversing gear and the second rack; a switching mechanism comprising: the switching drive assembly comprises a first connecting gear, a second connecting gear, a third connecting gear and a switching drive assembly; the first connecting gear is connected with the first gear, and the second connecting gear is connected with the second gear; the switching driving assembly is used for enabling the third connecting gear to be switched between an engagement position and a disengagement position in a reciprocating mode; at the meshing position, the first connecting gear and the second connecting gear are meshed with the third connecting gear; in the disengaged position, the third connecting gear is not in engagement with the first connecting gear and/or the second connecting gear. Through this steering gear assembly, not only can realize that the vehicle independently turns to and wholly turns to between switching, still can guarantee the stability and the fail safe nature that wholly turns to.
Description
Technical Field
The invention relates to the technical field of steering gear assemblies, in particular to a steering gear assembly with switchable steering modes, a steering system and a vehicle.
Background
The automobile steering system can be used for changing or maintaining the driving direction of an automobile and is important for safe driving of the automobile. At present, the traditional steering system of the automobile is developed very mature and is applied to various modern vehicles. However, the left and right wheels of the conventional steering system rotate in the same direction, which is difficult to meet the requirement of high maneuverability of the automobile. The appearance of the independent steering technology meets different requirements on automobile steering, overcomes the problem of large turning radius in the traditional steering system, and improves the maneuverability of automobile steering operation.
In the current steering technology, most vehicles are poor in safety reliability and stability when running at high speed due to the fact that mechanical connection between left and right independent steering wheels is lacked.
Disclosure of Invention
The invention mainly solves the technical problem of providing a steering gear assembly, a steering system and a vehicle which can switch steering modes, and can realize the switching between integral steering and independent steering of the vehicle and improve the maneuverability of automobile steering operation.
According to a first aspect of the present application, there is provided a diverter assembly switchable in a diverting manner, comprising:
a first rack and pinion mechanism comprising: a first gear and a first rack, the first gear being engaged with the first rack;
a second rack and pinion mechanism comprising: the reversing gear is meshed with the second rack and the second gear;
a switching mechanism comprising: the switching drive assembly comprises a first connecting gear, a second connecting gear, a third connecting gear and a switching drive assembly; the first connecting gear is connected with the first gear, and the first connecting gear and the first gear can keep synchronous rotation; the second connecting gear is connected with the second gear, and the second connecting gear and the second gear can keep synchronous rotation; the third connecting gear is arranged at the power output end of the switching driving assembly, and the switching driving assembly is used for enabling the third connecting gear to be switched between the meshing position and the disengaging position in a reciprocating mode; in the engaged position, the first connecting gear and the second connecting gear are both engaged with the third connecting gear; in the disengaged position, the third connecting gear is not in mesh with the first connecting gear and/or the second connecting gear.
In one embodiment, the first connecting gear is coaxial or non-coaxial with the second connecting gear.
In one embodiment, the first connecting gear is coaxial with the second connecting gear, the number of teeth of the first connecting gear is the same as that of the second connecting gear, and the reference circle diameter of the first connecting gear is the same as that of the second connecting gear;
the third connecting gear is an annular gear ring, and an inner ring of the annular gear ring is provided with an inner ring gear; and at the meshing position, the first connecting gear and the second connecting gear are both meshed with the inner gear ring.
In one embodiment, the number of teeth of the first connecting gear, the number of teeth of the second connecting gear, and the number of teeth of the third connecting gear are all the same, and the pitch circle diameter of the first connecting gear, the pitch circle diameter of the second connecting gear, and the pitch circle diameter of the third connecting gear are all the same.
In one embodiment, the switching drive assembly comprises: the device comprises a driving unit, a guiding unit and a clamping unit; the guide unit can output reciprocating motion between a first position and a second position, the driving unit is used for providing power for the guide unit, the third connecting gear is provided with an annular clamping groove around the axial lead of the third connecting gear, the clamping unit is clamped in the annular clamping groove, and the third connecting gear can rotate relative to the clamping unit; in the first position, the guide unit drives the third connecting gear to be in the meshing position; and at the second position, the guide unit drives the third connecting gear to be at the disengaging position.
In one embodiment, the drive unit comprises: a driving motor, the guide unit including: the motor shaft of the driving motor is connected with the end part of the screw rod, the nut is in threaded connection with the screw rod, and the nut is connected with the clamping unit.
In one embodiment, the chucking unit includes: the shifting fork is connected with the nut, and two fork arms of the shifting fork are clamped in the annular clamping groove.
In one embodiment, the first gear, the second gear, and the reversing gear are identical.
According to a second aspect of the present application, there is provided a steering system comprising: the diverter assembly capable of switching the diversion mode.
According to a third aspect of the present application, there is provided a vehicle comprising: the steering system is provided.
According to the steering gear assembly and the steering system with the switchable steering modes, the vehicle adopts the mode that the third connecting gear is simultaneously meshed with the first connecting gear and the second connecting gear, so that the first gear rack mechanism and the second gear rack mechanism respectively drive the first steering wheel and the second steering wheel to rotate in the same direction, the vehicle can be switched between independent steering and integral steering, the strength of meshing of the gears can be utilized, and the stability and the safety reliability of the integral steering can be ensured.
Drawings
FIG. 1 is an assembled schematic view of a diverter assembly of the switchable diversion scheme provided herein;
FIG. 2 is an exploded view of a diverter assembly of the switchable diversion scheme provided herein;
FIG. 3 is a schematic view of a third connecting gear in an engaged position in a switching mechanism of a switchable steering gear assembly provided herein;
FIG. 4 is a schematic view of a third connecting gear in a shifting mechanism of the switchable steering gear assembly provided herein in a disengaged position;
fig. 5 is a cross-sectional view of a switching mechanism of a switchable steering gear assembly provided in the present application.
Detailed Description
The present invention will be described in further detail with reference to the following detailed description and accompanying drawings. Wherein like elements in different embodiments are numbered with like associated elements. In the following description, numerous details are set forth in order to provide a better understanding of the present application. However, those skilled in the art will readily recognize that some of the features may be omitted or replaced with other elements, materials, methods in different instances. In some instances, certain operations related to the present application have not been shown or described in detail in order to avoid obscuring the core of the present application from excessive description, and it is not necessary for those skilled in the art to describe these operations in detail, so that they may be fully understood from the description in the specification and the general knowledge in the art.
Furthermore, the features, operations, or characteristics described in the specification may be combined in any suitable manner to form various embodiments. Also, the various steps or actions in the method descriptions may be transposed or transposed in order, as will be apparent to one of ordinary skill in the art. Thus, the various sequences in the specification and drawings are for the purpose of describing certain embodiments only and are not intended to imply a required sequence unless otherwise indicated where such sequence must be followed.
The numbering of the components as such, e.g., "first", "second", etc., is used herein only to distinguish the objects as described, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings).
The application provides a steering gear assembly, a steering system and a vehicle of a switchable steering mode, wherein the vehicle is generally provided with two steering wheels, the two steering wheels are generally two front wheels of the vehicle, and the two front wheels are steering wheels with independent steering functions. In this application, make two directive wheels can switch between independently turning to and wholly turning to through switching mechanism, independently turn to and can satisfy special demands such as pivot turn to (pivot turn around), lateral shifting, wholly turn to and can satisfy the stability of vehicle in the in-process of traveling to improve vehicle traveling fail safe nature.
For clarity, the following embodiments refer to the two steered wheels as a first steered wheel and a second steered wheel, respectively.
The first embodiment,
The present embodiment provides a steering gear assembly capable of switching a steering mode, and referring to fig. 1 and 2, the steering gear assembly includes: a first rack and pinion mechanism 10, a second rack and pinion mechanism 20, and a switching mechanism 30. The first steering wheel is connected with the first rack and pinion mechanism 10, the first steering wheel is driven to independently steer through the first rack and pinion mechanism 10, the second steering wheel is connected with the second rack and pinion mechanism 20, and the second steering wheel is driven to independently steer through the second rack and pinion mechanism 20. The first rack and pinion mechanism 10 and the second rack and pinion mechanism 20 are two independent steering mechanisms or are part of two independent steering mechanisms. The switching mechanism 30 can switch the first rack and pinion mechanism 10 and the second rack and pinion mechanism 20 to an independent steering mode, in which the two steered wheels can simultaneously steer in the same direction, or in opposite directions, or in different directions, and in which the two steered wheels can be in an "inner eight (or outer eight)" or in a "transverse direction", so that the vehicle can steer in situ or run in the transverse direction, thereby improving the maneuverability of the vehicle. The switching mechanism 30 can also switch the first rack and pinion mechanism 10 and the second rack and pinion mechanism 20 to an integral steering mode, and in the integral steering mode, the two steering wheels rotate in the same direction at the same time, so that the steering stability of the vehicle in the running process is ensured, and the safety and reliability of the vehicle are improved.
The first rack and pinion mechanism 10 includes: a first gear 11 and a first rack 12, the first gear 12 being in mesh with the first rack 12.
The first driving motor is connected with the first gear 11 through a transmission shaft, the first driving motor works to drive the first gear 11 to rotate around the axis line of the first gear through the transmission shaft, and the first rack 12 converts the rotating motion of the first gear 11 into linear motion. The first rack 12 is a cylindrical structure, in other words, the first rack 12 can convert the rotation motion of the first gear 11 into a linear motion along the axis of the first rack 12. The first rack 12 may be directly connected to the first steering wheel through a spherical hinge pair, or the first rack 12 may be connected to the tie rod through a spherical hinge pair, and the tie rod is connected to the first steering wheel through a spherical hinge pair. As shown in fig. 1 and 2, taking the perspective shown in fig. 1 and 2 as an example, the first rack 12 is disposed along the transverse direction, when the first rack 12 linearly moves to the right along the transverse direction, the first steering wheel is driven to steer to the left or the right, and when the first rack 12 linearly moves to the left along the transverse direction, the first steering wheel is driven to steer to the right or the left.
As shown in fig. 1 and 2, the first driving motor drives the first gear 11 to rotate clockwise, and the first rack 12 moves linearly to the right in the transverse direction, so as to drive the first steering wheel to steer left or right; the first driving motor drives the first gear 11 to rotate counterclockwise, and the first rack 12 moves linearly leftwards along the transverse direction, so as to drive the first steering wheel to steer rightwards or leftwards.
The second rack and pinion mechanism 20 includes: a second gear 21, a reversing gear 22 and a second gear rack 23, the reversing gear 22 being in mesh with the second gear rack 23 and the second gear 21.
The second driving motor is connected with the second gear 21 through a transmission shaft, the second driving motor works to drive the second gear 21 to rotate around the axis of the second driving motor through the transmission shaft, the reversing gear 22 rotates around the axis of the second driving motor under the action of the second gear 21, the reversing gear 22 outputs rotating motion in a direction different from the rotating direction of the second gear 21, and the second rack 23 converts the rotating motion of the reversing gear 22 into linear motion. The second rack 23 is also of a cylindrical structure, in other words, the second rack 23 can convert the rotary motion of the reversing gear 22 into a linear motion along the axis of the second rack 23. The second rack 23 may be directly connected to the second steering wheel through a spherical hinge pair, or the second rack 23 may be connected to the tie rod through a spherical hinge pair, and the tie rod is connected to the second steering wheel through a spherical hinge pair. As shown in fig. 1 and 2, taking the view angle shown in fig. 1 and 2 as an example, the second rack 23 is disposed along the transverse direction, and the second rack 23 is parallel to the first rack 12, when the second rack 23 linearly moves along the transverse direction to the right, the second steering wheel can be driven to steer left or right, and when the second rack 23 linearly moves along the transverse direction to the left, the second steering wheel can be driven to steer right or left.
As shown in fig. 1 and 2, the second driving motor drives the second gear 21 to rotate clockwise, the reversing gear 22 rotates counterclockwise, and the second rack 23 moves linearly to the right along the transverse direction, so as to drive the second steering wheel to steer left or right; the second driving motor drives the second gear 21 to rotate counterclockwise, the reversing gear 22 rotates clockwise, and the second rack 23 moves linearly leftwards along the transverse direction, so as to drive the second steering wheel to steer rightwards or leftwards.
In the present embodiment, for convenience of description and presentation, when the first rack bar 12 is linearly moved rightward in the lateral direction, the first steering wheel is steered leftward, when the first rack bar 12 is linearly moved leftward in the lateral direction, the first steering wheel is steered rightward, when the second rack bar 23 is linearly moved rightward in the lateral direction, the second steering wheel is steered leftward, and when the second rack bar 23 is linearly moved leftward in the lateral direction, the second steering wheel is steered rightward, so that when the first rack bar 12 and the second rack bar 23 are moved in the same direction, the first steering wheel and the second steering wheel are steered in the same direction.
Fig. 1 and 2 omit the first and second steering wheels for more clearly showing the specific structure of the steering gear assembly, and fig. 1 and 2 omit the first and second driving motors for more clearly showing the specific structure of the first and second rack and pinion mechanisms 10 and 20.
The switching mechanism 30 includes: a first connecting gear 31, a second connecting gear 32, a third connecting gear 33, and a switching drive assembly 34. The first connecting gear 31 is connected to the first gear 11, and the first connecting gear 31 and the first gear 11 can be rotated in synchronization. In this embodiment, for example, the first connecting gear 31 and the first gear 11 are coaxially connected through a connecting shaft, or the first connecting gear 31 and the first gear 11 are in transmission connection through another gear or gear set, and it is required that the first connecting gear 31 and the first gear 11 can keep synchronous rotation. The second connecting gear 32 is connected to the second gear 21, and the second connecting gear 32 and the second gear 21 can be rotated in synchronization. In this embodiment, for example, the second connecting gear 32 and the second gear 21 may be coaxially connected through a connecting shaft, or the second connecting gear 32 and the second gear 21 may be in transmission connection through another gear or a gear set, and it is required that the second connecting gear 32 and the second gear 21 can keep synchronous rotation. The third connecting gear 33 is provided at a power output end of the switching drive assembly 34, as shown in fig. 3 to 5, and the switching drive assembly 34 is configured to switch the third connecting gear 33 between the engaging position a and the disengaging position B in a reciprocating manner. In the engaging position a, the first connecting gear 31 and the second connecting gear 32 are both engaged with the third connecting gear 33 (as shown in fig. 3 and 5), and the first gear 11 and the second gear 21 are indirectly connected, so that the first rack 12 and the second rack 33 can be moved synchronously, and further the first rack-and-pinion mechanism 10 and the second rack-and-pinion mechanism 20 are connected, and the first steering wheel and the second steering wheel of the vehicle can be steered integrally. In the disengaged position B, the third connecting gear 33 is not engaged with the first connecting gear 31 and/or the second connecting gear 32 (as shown in fig. 4), the first gear 11 and the second gear 21 are disconnected, and the first rack and pinion mechanism 10 and the second rack and pinion mechanism 20 are operated independently, and the first steering wheel and the second steering wheel of the vehicle are steered independently.
In an embodiment, the first connecting gear 31 and the second connecting gear 32 may be coaxial or non-coaxial, when the first connecting gear 31 and the second connecting gear 32 are coaxial, a gap capable of not affecting rotation of the first connecting gear 31 and the second connecting gear 32 is maintained between the first connecting gear 31 and the second connecting gear 32, the number of teeth of the first connecting gear 31 is the same as that of the second connecting gear 32, and the reference circle diameter of the first connecting gear 31 is the same as that of the second connecting gear 33. The third connecting gear 33 may adopt a ring gear structure, an inner ring of the ring gear is provided with an inner ring gear, and at the meshing position a, the first connecting gear 31 and the second connecting gear 32 are both meshed with the inner ring gear, so as to indirectly connect the first gear 11 and the second gear 21, and further enable the first rack 12 and the second rack 33 to synchronously move. In the disengaged position B, the third connecting gear 22 is disengaged from the first connecting gear 31 and the second connecting gear 32 to be engaged with the first connecting gear 31, or engaged with the second connecting gear 32, or both engaged with the first connecting gear 31 and the second connecting gear 32.
Of course, when the first connecting gear 31 and the second connecting gear 32 are not coaxial, the first connecting gear 31 and the second connecting gear 32 may be respectively located at both sides of the third connecting gear 33 at the meshing position a.
When the third connecting gear 33 is at the meshing position a where the third connecting gear 33 meshes with the first connecting gear 31 and the second connecting gear 32 simultaneously, in order to ensure that the first rack 12 and the second rack 23 can move the same stroke, that is, to ensure that the steering angles of the first steering wheel and the second steering wheel are the same, in the present embodiment, the number of teeth of the first connecting gear 31, the number of teeth of the second connecting gear 32, and the number of teeth of the third connecting gear 33 are all the same, and the pitch circle diameter of the first connecting gear 31, the pitch circle diameter of the second connecting gear 32, and the pitch circle diameter of the third connecting gear 33 are all the same.
Further, the first gear 11, the second gear 21 and the reversing gear 22 are the same, so that the first rack 12 and the second rack 23 can be ensured to have the same stroke, and the steering angles of the first steering wheel and the second steering wheel can be further ensured to be the same.
In this embodiment, the third connecting gear 33 is engaged with the first connecting gear 31 and the second connecting gear 32 simultaneously, so that the first rack-and-pinion mechanism 10 and the second rack-and-pinion mechanism 20 respectively drive the first steering wheel and the second steering wheel to rotate in the same direction, so as to realize the integral steering of the vehicle.
In this embodiment, the switching drive assembly 34 includes: a driving unit 341, a guiding unit, and a chucking unit 342. The guide unit may output a reciprocating motion between a first position and a second position, the driving unit 341 is configured to provide power to the guide unit, the third connecting gear 33 is provided with a ring-shaped catching groove 330 around an axial center line thereof, the catching unit 342 is caught to the ring-shaped catching groove 330, and the third connecting gear 33 may rotate relative to the catching unit 342. In the first position, the guiding unit brings the third connecting gear 33 into the meshing position a. In the second position, the guide unit brings the third connecting gear 33 into the disengaged position B.
The driving unit 341 includes: a driving motor, the guide unit including: the motor shaft of the driving motor is connected with the end of the screw 343, the nut 344 is screwed on the screw 343, the nut 344 is connected with the clamping unit 342, the driving motor works to drive the screw 343 to rotate around the axis of the screw 343, and the nut 344 converts the rotation of the screw 343 into linear motion along the axis of the screw 343, so that the third connecting gear 33 can be located at the meshing position a or the disengaging position B.
In this embodiment, the holding unit 342 includes: and a shifting fork connected with the nut 344, and two fork arms of the shifting fork are clamped in the ring clamping groove 330.
Example II,
The present embodiment provides a steering system including: the diverter assembly of embodiment one is changeable mode of turning.
Example III,
The present embodiment provides a vehicle including: the steering system of embodiment two.
In summary, the steering gear assembly, the steering system and the vehicle with switchable steering modes provided by the application adopt the mode that the third connecting gear is simultaneously meshed with the first connecting gear and the second connecting gear, so that the first gear rack mechanism and the second gear rack mechanism respectively drive the first steering wheel and the second steering wheel to rotate in the same direction, thereby not only realizing switching between independent steering and integral steering of the vehicle, but also utilizing the meshing strength of the gears, and ensuring the stability and the safety reliability of the integral steering.
The present invention has been described in terms of specific examples, which are provided to aid understanding of the invention and are not intended to be limiting. For a person skilled in the art to which the invention pertains, several simple deductions, modifications or substitutions may be made according to the idea of the invention.
Claims (10)
1. A diverter assembly capable of switching a diverting mode, comprising:
a first rack and pinion mechanism comprising: a first gear and a first rack, the first gear being engaged with the first rack;
a second rack and pinion mechanism comprising: the reversing gear is meshed with the second rack and the second gear;
a switching mechanism comprising: the switching drive assembly comprises a first connecting gear, a second connecting gear, a third connecting gear and a switching drive assembly; the first connecting gear is connected with the first gear, and the first connecting gear and the first gear can keep synchronous rotation; the second connecting gear is connected with the second gear, and the second connecting gear and the second gear can keep synchronous rotation; the third connecting gear is arranged at the power output end of the switching driving assembly, and the switching driving assembly is used for enabling the third connecting gear to be switched between an engagement position and a disengagement position in a reciprocating manner; in the engaged position, the first connecting gear and the second connecting gear are both engaged with the third connecting gear; in the disengaged position, the third connecting gear is not in mesh with the first connecting gear and/or the second connecting gear.
2. The switchable diverter mode diverter assembly of claim 1 wherein said first connecting gear is coaxial or non-coaxial with said second connecting gear.
3. The switchable diverter mechanism assembly of claim 2,
the first connecting gear is coaxial with the second connecting gear, the number of teeth of the first connecting gear is the same as that of the second connecting gear, and the reference circle diameter of the first connecting gear is the same as that of the second connecting gear;
the third connecting gear is an annular gear ring, and an inner ring of the annular gear ring is provided with an inner ring gear; and at the meshing position, the first connecting gear and the second connecting gear are both meshed with the inner gear ring.
4. The steering gear assembly of claim 3, wherein the number of teeth of the first connecting gear, the number of teeth of the second connecting gear, and the number of teeth of the third connecting gear are all the same, and the reference circle diameter of the first connecting gear, the reference circle diameter of the second connecting gear, and the reference circle diameter of the third connecting gear are all the same.
5. The switchable diverter mechanism assembly of claim 1, wherein said switching drive assembly comprises: the driving unit, the guiding unit and the clamping unit; the guide unit can output reciprocating motion between a first position and a second position, the driving unit is used for providing power for the guide unit, the third connecting gear is provided with an annular clamping groove around the axial lead of the third connecting gear, the clamping unit is clamped in the annular clamping groove, and the third connecting gear can rotate relative to the clamping unit; in the first position, the guide unit drives the third connecting gear to be in the meshing position; and at the second position, the guide unit drives the third connecting gear to be at the disengaging position.
6. The switchable diverter mechanism assembly of claim 5, wherein said drive unit comprises: a driving motor, the guide unit including: the motor shaft of the driving motor is connected with the end part of the screw rod, the nut is in threaded connection with the screw rod, and the nut is connected with the clamping unit.
7. The switchable diverter mode diverter assembly of claim 6 wherein said catch unit comprises: the shifting fork is connected with the nut, and two fork arms of the shifting fork are clamped in the annular clamping groove.
8. The switchable steering mode diverter assembly of claim 1 wherein said first gear, said second gear and said reversing gear are identical.
9. A steering system, comprising: a switchable diverter mode diverter assembly according to any one of claims 1-8.
10. A vehicle, characterized by comprising: a steering system as claimed in claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210478345.2A CN114572297A (en) | 2022-05-05 | 2022-05-05 | Steering gear assembly capable of switching steering modes, steering system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210478345.2A CN114572297A (en) | 2022-05-05 | 2022-05-05 | Steering gear assembly capable of switching steering modes, steering system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN114572297A true CN114572297A (en) | 2022-06-03 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210478345.2A Pending CN114572297A (en) | 2022-05-05 | 2022-05-05 | Steering gear assembly capable of switching steering modes, steering system and vehicle |
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| EP0538836A1 (en) * | 1991-10-23 | 1993-04-28 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Power steering apparatus for vehicle |
| US6374693B1 (en) * | 1999-04-26 | 2002-04-23 | Nissan Motor Co., Ltd. | Variable steering ratio steering system |
| US20140265965A1 (en) * | 2013-03-14 | 2014-09-18 | Hitachi Automotive Systems, Ltd. | Drive control device and drive control method for motor |
| CN209909088U (en) * | 2018-12-30 | 2020-01-07 | 泰州贺安特动力科技有限公司 | Gear meshing mechanism |
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| CN113895509A (en) * | 2021-12-10 | 2022-01-07 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Steering gear assembly capable of switching steering modes and steering system |
| CN113895510A (en) * | 2021-12-10 | 2022-01-07 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Steering gear assembly and steering system |
| CN215528722U (en) * | 2021-08-24 | 2022-01-14 | 无锡新泰克电机有限公司 | Rotor structure of variable-frequency asynchronous motor |
-
2022
- 2022-05-05 CN CN202210478345.2A patent/CN114572297A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0538836A1 (en) * | 1991-10-23 | 1993-04-28 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Power steering apparatus for vehicle |
| US6374693B1 (en) * | 1999-04-26 | 2002-04-23 | Nissan Motor Co., Ltd. | Variable steering ratio steering system |
| US20140265965A1 (en) * | 2013-03-14 | 2014-09-18 | Hitachi Automotive Systems, Ltd. | Drive control device and drive control method for motor |
| CN209909088U (en) * | 2018-12-30 | 2020-01-07 | 泰州贺安特动力科技有限公司 | Gear meshing mechanism |
| CN212177771U (en) * | 2020-05-28 | 2020-12-18 | 杨仁忠 | Gear transmission case of electric automobile |
| CN215528722U (en) * | 2021-08-24 | 2022-01-14 | 无锡新泰克电机有限公司 | Rotor structure of variable-frequency asynchronous motor |
| CN113895509A (en) * | 2021-12-10 | 2022-01-07 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Steering gear assembly capable of switching steering modes and steering system |
| CN113895510A (en) * | 2021-12-10 | 2022-01-07 | 北京理工大学深圳汽车研究院(电动车辆国家工程实验室深圳研究院) | Steering gear assembly and steering system |
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Application publication date: 20220603 |
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