A steering mechanism that can be switched manually and automatically

Abstract

The present invention provides a steering mechanism capable of manual and automatic switching, comprising: a directional wheel assembly; a motor; a synchronous pulley set, the input end of the synchronous pulley set is drivingly connected to the output end of the motor; a bevel gear set; an electromagnetic clutch, which includes a rotor drivingly connected to the output end of the synchronous pulley set and a stator drivingly connected to the input end of the bevel gear set, and the rotor and the stator are connected by electromagnetic attraction; a steering shaft, vertically arranged above the directional wheel assembly; one end of the steering shaft in the axial direction is inserted into the gear corresponding to the output end of the bevel gear set, and the other end of the steering shaft in the axial direction is used for driving connection with the directional wheel assembly; a steering wheel, located above the steering shaft, and the steering wheel is drivingly connected to the steering shaft. Through the separation and connection of the electromagnetic clutch, the steering mechanism capable of manual and automatic switching can be switched between two working modes of electric drive and manual drive.

Description

Technical Field

[0001] The invention relates to the field of steering mechanisms, and in particular to a steering mechanism capable of manual or automatic switching. Background Art

[0002] The steering mechanism is usually installed on the vehicle to adjust the driving direction of the vehicle. The traditional steering mechanism is usually used in driving vehicles, mainly driven by manpower, and some have electric or hydraulic power-assisting mechanisms.

[0003] The steering mechanism is an indispensable component of automatic navigation equipment. Automatic navigation equipment is now mainly used in manufacturing, logistics and other industries, mainly for material transfer operations. Due to various technical and safety constraints, the speed is difficult to exceed 60m / min in the case of fully automatic driving. Therefore, it is difficult for automatic navigation equipment to cope with application scenarios with large fluctuations in task volume. In scenarios where the task volume fluctuates greatly, automatic navigation equipment usually disengages automatic driving and switches to manual driving, so that the speed of the automatic navigation equipment can be increased to more than 120m / min. However, this type of automatic navigation equipment usually includes the need to install both an electric steering mechanism and a manual steering mechanism, which will make the structure of the automatic navigation equipment more complicated.

[0004] Therefore, the prior art has defects and needs to be improved and developed. Summary of the invention

[0005] In view of the above-mentioned deficiencies in the prior art, an object of the present invention is to provide a steering mechanism that can be switched manually or automatically, aiming to solve the problem that the steering mechanism in the prior art has a relatively single function.

[0006] A technical solution adopted by the present invention to solve the technical problem is as follows:

[0007] A manual-automatic switchable steering mechanism comprises:

[0008] Steering wheel assembly;

[0009] A motor, arranged above the directional wheel assembly;

[0010] A synchronous pulley group, the input end of which is drivingly connected to the output end of the motor;

[0011] A bevel gear set is arranged on the peripheral side of the motor;

[0012] An electromagnetic clutch is located between the bevel gear set and the synchronous pulley set; the electromagnetic clutch comprises a rotor drivingly connected to the output end of the synchronous pulley set and a stator drivingly connected to the input end of the bevel gear set, and the rotor and the stator are connected by electromagnetic attraction;

[0013] A steering shaft is vertically arranged above the directional wheel assembly; one axial end of the steering shaft is passed through a gear corresponding to the output end of the bevel gear set, and the other axial end of the steering shaft is used for driving connection with the directional wheel assembly;

[0014] A steering wheel is located above the steering shaft, and the steering wheel is drivingly connected to the steering shaft.

[0015] Furthermore, the synchronous pulley set includes a first pulley drivingly connected to the output end of the motor, a second pulley arranged on a radial side of the first pulley, and a synchronous belt sleeved on the first pulley and the second pulley.

[0016] Furthermore, the manual-automatic switchable steering mechanism further includes a tensioning wheel, a bottom plate, a side plate and a first fastener;

[0017] The tensioning wheel is arranged between the first pulley and the second pulley;

[0018] The bottom plate is located on one side of the axial direction of the tension wheel, and the tension wheel is rotatably connected to the bottom plate;

[0019] The side plate is arranged on a side of the bottom plate away from the tensioning wheel; a waist-shaped hole is opened on the side of the side plate facing the bottom plate, and the waist-shaped hole is arranged in the vertical direction;

[0020] The first fastener is arranged on a side of the side plate away from the bottom plate, and the first fastener passes through the waist-shaped hole and penetrates into the bottom plate.

[0021] Furthermore, the bevel gear set includes a first bevel gear drivingly connected to the second pulley and a second bevel gear meshing with the first bevel gear; the axis of the second bevel gear is vertically arranged.

[0022] Furthermore, the manual-automatic switchable steering mechanism further includes a control unit and a limit module;

[0023] The control unit is electrically connected to the motor;

[0024] The limit module includes a cam sleeved on the steering shaft and a limit piece arranged on the outside of the cam; the cam is connected to the steering shaft; the limit piece is electrically connected to the control unit, and when the rotation angle of the steering shaft exceeds a threshold value, the cam squeezes the limit piece, thereby causing the limit piece to be triggered.

[0025] Furthermore, the limiting member includes a limiting body, a compression body and a roller;

[0026] The limiting body is fixedly arranged; the limiting body is electrically connected to the control unit;

[0027] The compression body is located on a side of the limiting body facing the cam, and the compression body is arranged along the radial direction of the steering shaft; the compression body is connected to the limiting body, so as to transmit the compression amount to the limiting body;

[0028] The roller is located on the side of the compression body facing the cam, the roller is rotatably connected to the compression body, and the axis of the roller is parallel to the axis of the steering shaft; when the edge of the cam contacts the roller, the roller rotates.

[0029] Further, the edge of the circumferential side of the cam includes a first contour, a second contour and a third contour; the second contour is located between the first contour and the third contour, and two ends of the second contour are respectively connected to the first contour and the third contour;

[0030] The diameter of the first profile is constant at a first distance; when the directional wheel assembly travels in a straight line, the roller is located outside the first profile;

[0031] The diameter of the second contour gradually increases from the first distance to the second distance; when the directional wheel assembly rotates, the position of the roller gradually changes from the outside of the first contour to the outside of the second contour;

[0032] When the rotation angle of the directional wheel assembly reaches a threshold value, the roller is located at the connection point of the first contour and the second contour, and the roller contacts the cam, thereby triggering the limiter;

[0033] The diameter of the third contour is constant at the second distance.

[0034] Furthermore, the manual-automatic switchable steering mechanism also includes a protrusion fixedly arranged outside the steering shaft and a stopper rotating with the steering shaft; the protrusion and the stopper partially or completely overlap in a horizontal plane perpendicular to the height direction; the stopper is detachably mounted on the outside of the steering shaft.

[0035] Furthermore, a plurality of mounting holes are provided on the cam, and the plurality of mounting holes are arranged around the steering shaft;

[0036] The manual-automatic switchable steering mechanism further comprises a second fastener, which penetrates through the block and is arranged in the mounting hole, so as to mount the block on the cam.

[0037] Furthermore, two stoppers are provided, and the two stoppers are respectively arranged on both sides of the directional wheel assembly.

[0038] It can be seen from the above technical solution that the present invention has at least the following advantages and positive effects:

[0039] In the present invention, the input end of the synchronous pulley set is drivingly connected to the output end of the motor, so that the torque output by the engine is transmitted to the synchronous pulley set. The rotor of the electromagnetic clutch is drivingly connected to the output end of the synchronous pulley set, so that the rotor can rotate together with the output end of the synchronous pulley set. The stator of the electromagnetic clutch is drivingly connected to the input end of the bevel gear set. Since one axial end of the steering shaft is inserted into the gear corresponding to the output end of the bevel gear set, the other axial end of the steering shaft is used for driving connection with the directional wheel assembly. Therefore, when the rotor and the stator are connected, the torque transmitted to the synchronous pulley set by the motor can be transmitted to the bevel gear through the electromagnetic clutch, and the bevel gear set drives the steering shaft to rotate, thereby driving the directional wheel assembly to rotate. Since the top of the steering shaft is also connected to a steering wheel, when the stator and rotor of the electromagnetic clutch are separated, the steering wheel can be manually rotated to drive the directional wheel assembly to rotate. Compared with the steering mechanisms in the prior art, the manual-automatic switchable steering mechanism has two working modes, namely, electric drive and manual drive, and can be quickly switched between the two modes. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a structural schematic diagram of a steering mechanism that can be switched manually or automatically in one embodiment of the present invention.

[0041] Figure 2 It is a top view of a steering mechanism that can be switched manually or automatically in one embodiment of the present invention.

[0042] Figure 3 It is a side view of a steering mechanism that can be switched manually or automatically in one embodiment of the present invention.

[0043] Figure 4 It is a schematic structural diagram of a limiter of a steering mechanism that can be switched manually or automatically in one embodiment of the present invention.

[0044] Figure 5 It is a schematic structural diagram of a cam of a steering mechanism that can be switched manually or automatically in one embodiment of the present invention.

[0045] Figure 6 It is a cross-sectional view of a steering mechanism that can be switched manually or automatically in one embodiment of the present invention.

[0046] Description of reference numerals:

[0047] 100. Steering mechanism that can be switched manually or automatically;

[0048] 1. Motor; 2. Synchronous pulley set; 21. First pulley; 22. Second pulley; 3. Electromagnetic clutch; 31. Rotor; 32. Stator; 4. Bevel gear set; 41. First bevel gear; 42. Second bevel gear; 51. Steering shaft; 52. Bushing; 53. Bearing; 54. Protrusion; 55. Block; 56. Side plate; 561. Waist-shaped hole; 57. Tensioner; 58. Bottom plate; 59. Bolt; 61. Limiting piece; 611. Limiting body; 612. Compression body; 613. Ball; 62. Cam; 621. First profile; 622. Second profile; 623. Third profile; 624. Mounting hole; 63. Mounting seat; 64. Fixing plate; 65. Second fastener; 7. Directional wheel assembly; 71. Rib plate; 72. Connecting plate; 73. Wheel; 81. Magnetic navigation module; 82. Bracket. DETAILED DESCRIPTION

[0049] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0050] See also Figure 1 , Figure 2 and Figure 6 In one embodiment of the present invention, a manually-automatic steering mechanism 100 is provided, which includes a vertically arranged steering shaft 51, a motor 1 located on one side of the top end of the steering shaft 51, a directional wheel assembly 7 arranged below the steering shaft 51, a synchronous pulley group 2 arranged on one side of the motor 1, a bevel gear group 4 arranged on the peripheral side of the motor 1, an electromagnetic clutch 3 arranged between the synchronous pulley group 2 and the bevel gear group 4, and a steering wheel arranged above the steering shaft 51.

[0051] The steering shaft 51 is roughly cylindrical. The steering shaft 51 is used to transmit torque. The motor 1 is a power source of the manual-automatic switching steering mechanism 100. In the present embodiment, the motor 1 is a servo motor 1. The electromagnetic clutch 3 includes a separable rotor 31 and a stator 32. The electromagnetic clutch 3 can generate electromagnetic force after being energized, so that the rotor 31 and the stator 32 are connected by electromagnetic attraction. After the rotor 31 and the stator 32 are attracted, they are connected through tooth meshing or friction plates, so that the rotor 31 and the stator 32 rotate together to transmit torque. The rotor 31 and the stator 32 preferably adopt tooth meshing. The adoption of tooth meshing can avoid slipping, avoid cumulative errors when the vehicle is driving automatically, and ensure the steering accuracy during the automatic driving process.

[0052] When the power supply of the electromagnetic clutch 3 is cut off, the electromagnetic force disappears, the rotor 31 is separated from the stator 32 by a reset spring (not shown), and the stator 32 connected to the input end of the bevel gear set 4 stops rotating. The specific structure and working principle of the electromagnetic clutch 3 can be referred to the relevant technology, and will not be described in detail herein. The input end of the synchronous pulley set 2 is drivingly connected to the output end of the motor 1, so that the torque output by the engine is transmitted to the synchronous pulley set 2. The rotor 31 of the electromagnetic clutch 3 is drivingly connected to the output end of the synchronous pulley set 2, so that the rotor 31 can rotate together with the output end of the synchronous pulley set 2. The stator 32 of the electromagnetic clutch 3 is connected to the input end of the bevel gear set 4 in a transmission manner. Since one axial end of the steering shaft 51 is inserted into the gear corresponding to the output end of the bevel gear set 4, the other axial end of the steering shaft 51 is used for driving connection with the directional wheel assembly 7. Therefore, when the rotor 31 and the stator 32 are connected, the torque transmitted by the motor 1 to the synchronous pulley set 2 can be transmitted to the bevel gear through the electromagnetic clutch 3, and the bevel gear set 4 drives the steering shaft 51 to rotate, thereby driving the directional wheel assembly 7 to rotate. Since a steering wheel (not shown) is also provided at the top of the steering shaft 51, when the stator 32 and the rotor 31 of the electromagnetic clutch 3 are separated, the steering wheel can be manually rotated to drive the directional wheel assembly 7 to rotate. Compared with the steering mechanism in the prior art, the manual-automatic switchable steering mechanism 100 has two working modes: electric drive and manual drive, and can quickly switch between the two modes of electric drive and manual drive.

[0053] The driving connection between the steering wheel and the steering shaft 51 can be achieved through a universal joint (not shown), that is, the top end of the steering shaft 51 is connected to the universal joint, and the universal joint is further connected to the steering wheel, so as to drive the steering shaft 51 to rotate by rotating the steering wheel, and then drive the directional wheel assembly 7 to rotate. The universal joint is a telescopic precision universal joint, which consists of three parts. The part located in the middle is hinged with the parts located at both ends. The maximum rotation angle of each part is 30 degrees, which can realize the different axes or non-parallel arrangement of the steering wheel axis and the steering shaft 51. In addition, the use of a telescopic precision universal joint can connect a larger axis spacing and reduce the axial impact, making the transmission process smoother.

[0054] Specifically, see Figure 2As a specific implementation of this embodiment, the synchronous pulley set 2 includes a first pulley 21 drivingly connected to the output end of the motor 1, a second pulley 22 arranged on a radial side of the first pulley 21, and a synchronous belt (not shown) sleeved on the first pulley 21 and the second pulley 22. The first pulley 21 is the input end of the synchronous pulley set 2, and the second pulley 22 is the output end of the synchronous pulley set 2. The diameter of the first pulley 21 is smaller than the diameter of the second pulley 22, that is, the synchronous pulley set 2 can play a deceleration role and can accurately adjust the output speed of the motor 1.

[0055] The synchronous belt, the first pulley 21 and the second pulley 22 are all provided with teeth, and the teeth on the synchronous belt mesh with the teeth on the first pulley 21 and the teeth on the second pulley 22. The first pulley 21 is installed on the output shaft of the motor 1 and rotates with the output shaft of the motor 1. The rotation of the first pulley 21 drives the synchronous belt to rotate, and the rotation of the synchronous belt drives the second pulley 22 to rotate, so that the torque output by the motor 1 can be output through the synchronous pulley group 2. When the synchronous pulley group 2 is transmitted, the transmission ratio is accurate and there is no slippage, which can improve the steering accuracy. In addition, the synchronous pulley group 2 has buffering and shock absorbing capabilities, so that the manual and automatic switching steering mechanism 100 can operate stably.

[0056] Specifically, see Figure 2 and Figure 3 As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 further includes a tensioning wheel 57, a bottom plate 58 and a side plate 56. The tensioning wheel 57 is arranged between the first pulley 21 and the second pulley 22. The bottom plate 58 is located on one side of the axial direction of the tensioning wheel 57, and the bottom plate 58 is connected to the tensioning wheel 57. Specifically, the tensioning wheel 57 is rotatably mounted on the side of the bottom plate 58 facing the motor 1 through a rotating shaft. A first fastener is convexly provided on the side of the bottom plate 58 away from the tensioning wheel 57. In this embodiment, the first fastener is a bolt 59, but the first fastener is not limited to the bolt 59. Exemplarily, the first fastener can also be a screw or a rivet.

[0057] The side plate 56 is arranged on the side of the bottom plate 58 away from the tensioning wheel 57. The side of the side plate 56 facing the bottom plate 58 is provided with a waist-shaped hole 561, which is arranged in the vertical direction and is a through hole. The fastener passes through the waist-shaped hole 561 and penetrates into the bottom plate 58. Since the fastener is detachable and the waist-shaped hole 561 is arranged in the vertical direction, when the height of the tensioning wheel 57 needs to be adjusted, the first fastener can be removed first, and then adjusted to a suitable height for installation. The setting of the tensioning wheel 57 can make the synchronous belt tensioned, and can prevent the synchronous belt pulley set 2 from changing the transmission ratio due to the loosening of the synchronous belt. In addition, the tensioning wheel 57 has different installation heights. By adjusting the position of the tensioning wheel 57, the synchronous belt can be kept in a tensioned state under the action of the tensioning wheel 57.

[0058] Specifically, see Figure 2 As a specific implementation of this embodiment, the bevel gear set 4 includes a first bevel gear 41 drivingly connected to the second pulley 22 and a second bevel gear 42 meshing with the first bevel gear 41. The first bevel gear 41 is the input end of the bevel gear set 4, and the first bevel gear 41 is arranged in parallel with the second pulley 22. The second bevel gear 42 is the input end of the bevel gear set 4, and the axis of the second bevel gear 42 is arranged vertically. The second bevel gear 42 is drivingly connected to the steering shaft 51 to change the rotation angle of the directional wheel assembly 7 through the steering of the steering shaft 51. The number of teeth of the second bevel gear 42 is greater than the number of teeth of the first bevel gear 41, that is, the bevel gear set 4 can play a deceleration role, and the primary deceleration of the synchronous pulley set 2 cooperates with the secondary deceleration of the bevel gear set 4, which can accurately adjust the steering angle, so that the manual-automatic switchable steering mechanism 100 has a higher steering accuracy.

[0059] The first bevel gear 41 and the second bevel gear 42 are both helical bevel gears, which have good meshing performance and smooth transmission, so that the manual-automatic switchable steering mechanism 100 has the advantage of smooth operation.

[0060] Specifically, see Figure 1As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 further includes a control unit (not shown) and a limit module. The control unit is electrically connected to the motor 1, so as to control the magnitude and direction of the torque output by the motor 1, thereby driving the directional wheel assembly 7 to turn. In this embodiment, the control unit is a programmable logic controller, but the control unit is not limited to a programmable logic controller. For example, the control unit can also be a single-chip microcomputer. The limit module includes a cam 62 sleeved on the steering shaft 51 and a limit member 61 arranged on the outside of the cam 62. The cam 62 is roughly disc-shaped, and the axis of the cam 62 coincides with the axis of the steering shaft 51. The cam 62 is connected to the steering shaft 51 so that the cam 62 can rotate with the steering shaft 51. When the rotation angle of the steering shaft 51 exceeds a threshold value, the cam 62 squeezes the limit member 61, thereby causing the limit member 61 to be triggered. The threshold value refers to a preset maximum steering angle, which is set manually. Since the limiter 61 is electrically connected to the control unit, when the limiter 61 is triggered, the control unit changes the output of the motor 1 to rotate the steering shaft 51 back, thereby avoiding an excessive steering angle.

[0061] Specifically, see Figure 4 As a specific implementation of this embodiment, the limit member 61 is a ball 613 plunger type limit switch, and the limit member 61 includes a limit body 611, a compression body 612 and a roller. The limit body 611 is roughly block-shaped, and the limit body 611 is fixedly arranged. The limit body 611 is electrically connected to the control unit to transmit an electrical signal to the control unit. The compression body 612 is located on the side of the limit body 611 facing the cam 62, and the compression body 612 is arranged along the radial direction of the steering shaft 51, that is, after the compression body 612 is subjected to radial pressure from the steering shaft 51, the compression body 612 can be compressed. The compression body 612 is connected to the limit body 611, so as to transmit the compression amount to the limit body 611. The roller is located on the side of the compression body 612 facing the cam 62, and the roller is rotationally connected to the compression body 612, and the axis of the roller is parallel to the axis of the steering shaft 51, so when the roller contacts the side of the cam 62, the roller can rotate along its own axis.

[0062] Since the cam 62 rotates with the steering shaft 51, when the rotation angle of the steering shaft 51 exceeds a threshold value, the cam 62 squeezes the compression body 612, thereby triggering the limit member 61. At the same time, the limit member 61 transmits an electrical signal to the control unit, and the control unit changes the output direction of the motor 1 to form a closed-loop feedback system, thereby preventing the steering angle of the manual-automatic steering mechanism 100 from being too large during steering.

[0063] Specifically, see Figure 5 As a specific implementation method of this embodiment, the edge of the peripheral side of the cam 62 includes a first profile 621, a second profile 622 and a third profile 623, the second profile 622 is located between the first profile 621 and the third profile 623, and the two ends of the second profile 622 are respectively connected to the first profile 621 and the third profile 623.

[0064] The first profile 621 is Figure 5 In the ab segment in the figure, the diameter of the first profile 621 is constant at the first distance L1. When the directional wheel assembly 7 is traveling in a straight line, that is, when the steering shaft 51 is not rotating, the roller is located outside the first profile 621. At this time, the roller is spaced from the edge of the cam 62 or the roller is in contact with the edge of the cam 62 but without the action of force. In this embodiment, the roller is in contact with the edge of the cam 62 but without the action of force, which can prevent the compression body 612 from being squeezed for a long time and causing damage.

[0065] The second profile 622 is Figure 5 In the bc section, the diameter of the second profile 622 gradually increases from the first distance L1 to the second distance L2. When the directional wheel assembly 7 rotates, the position of the roller gradually changes from the outside of the first profile 621 to the outside of the second profile 622, that is, the cam 62 gradually rotates relative to the roller to the bc section.

[0066] The third profile 623 is Figure 5In the cd segment, the diameter of the third profile 623 is constant at the second distance L2. When the angle of rotation of the directional wheel assembly 7 reaches a threshold, the roller is located at the connection point of the first profile 621 and the second profile 622, that is, the connection point of the second profile 622 and the third profile 623 is the preset maximum steering angle. When the second profile 622 of the cam 62 just rotates to the connection point of the first profile 621 and the second profile 622, there is an interaction force between the roller and the cam 62, but the limiter 61 is not triggered at this time. When the cam 62 rotates to the connection point of the second profile 622 and the third profile 623, the limiter 61 is triggered, and the control unit starts to adjust the output of the motor 1 to avoid excessive rotation angle.

[0067] In this embodiment, two limit members 61 are provided, and the two limit members 61 are symmetrically distributed along the axis of the steering shaft 51. Correspondingly, the edge of the cam 62 is symmetrically divided into two left and right parts along the perpendicular bisector of the line connecting the two limit members 61. The edges of the left and right parts are both provided with the first contour 621, the second contour 622 and the third contour 623, and the first contour 621, the second contour 622 and the third contour 623 on the left and right cams 62 are all symmetrically distributed along the perpendicular bisector of the line connecting the two limit members 61, so that the steering shaft 51 has a limiting function when rotating clockwise or counterclockwise.

[0068] The connection between the first contour 621 and the second contour 622 has a smooth transition, which can prevent the roller from being impacted when it changes from being in contact with the first contour 621 to being in contact with the second contour 622, and can make the steering process smoother.

[0069] See also Figure 5 , the angle between the roller and the directional wheel assembly 7 is γ, the angle of the arc segment corresponding to the first contour 621 is α, and the angle of the arc segment corresponding to the second contour 622 is β. γ is smaller than α, so that when the directional wheel assembly 7 is traveling in the direction, the roller is located outside the first contour 621. Usually 45°≤α+β-γ≤90°, that is, the threshold value of the steering angle of the steering shaft 51 is approximately 45° to 90°. However, the steering angle of the steering shaft 51 is not limited to 45° to 90°. In a specific embodiment, γ=45°, α=90°, β=45°.

[0070] The maximum compression amount of the compression body 612 is greater than the compression amount of the compression body 612 when the roller is at the connection point of the first profile 621 and the second profile 622. Therefore, when the limit member 61 fails, even if the steering shaft 51 rotates at an angle exceeding a threshold, the limit member 61 will not be compressed and damaged, thereby extending the service life of the limit member 61.

[0071] Specifically, see Figure 1 and Figure 5 As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 further includes a protrusion 54 fixedly arranged outside the steering shaft 51 and a stopper 55 rotating with the steering shaft 51; the stopper 55 is roughly block-shaped, and the protrusion 54 is roughly block-shaped. The protrusion 54 and the stopper 55 partially or completely overlap in a horizontal plane perpendicular to the height direction, that is, the protrusion 54 and a part or all of the stopper 55 are located at the same height. In this embodiment, the protrusion 54 and a part of the stopper 55 are located at the same height, so when the stopper 55 rotates to the protrusion 54 together with the steering shaft 51, the stopper 55 will hit the protrusion 54, thereby preventing the problem of excessive steering angle caused by continuous rotation of the steering shaft 51. Since the protrusion 54 and part or all of the stopper 55 are located at the same height, the contact between the protrusion 54 and the stopper 55 is a surface contact, which has a larger bearing capacity than the point contact or line contact of the impact surface of the stopper 55 in the prior art. The stopper 55 is detachably mounted on the outer side of the steering shaft 51, that is, the stopper 55 can be installed in different positions. Therefore, when a larger steering angle is required, the stopper 55 can be adjusted to a position where the deflection angle with the directional wheel assembly 7 is larger, and when a smaller steering angle is required, the stopper 55 can be adjusted to a position where the deflection angle with the directional wheel assembly 7 is smaller. Therefore, the limit angle of the manual-automatic switchable steering mechanism 100 is adjustable, which can increase the scope of use of the manual-automatic switchable steering mechanism 100. Compared with the constant limit angle of the steering mechanism in the prior art, the manual-automatic switchable steering mechanism 100 has a wider scope of use.

[0072] The stopper 55 is detachably mounted so that the limiting angle of the stopper 55 is adjustable. The detachability of the stopper 55 can be achieved by clamping the stopper 55 in a limiting groove or fixing the stopper 55 by a bolt 59. The limiting angle formed by the stopper 55 and the protrusion 54 is greater than the limiting angle of the limiting module. When the limiting member 61 fails, the stopper 55 and the protrusion 54 can further ensure that the rotation angle of the directional wheel assembly 7 does not exceed the threshold.

[0073] Specifically, see Figure 5As a specific implementation of this embodiment, a mounting hole 624 is provided on the cam 62, and the second fastener 65 penetrates the block 55 and is arranged in the mounting hole 624, so that the block 55 is installed on the cam 62. There are multiple mounting holes 624, and the multiple mounting holes 624 are arranged around the steering shaft 51, so that the block 55 has multiple mounting positions. By adjusting the mounting position of the block 55, the limit angle of the manual and automatic switchable steering mechanism 100 can be adjusted. When a larger steering angle is required, the block 55 can be adjusted to a larger angle with the protrusion 54, and when a smaller steering angle is required, the block 55 can be adjusted to a smaller angle with the protrusion 54.

[0074] Specifically, see Figure 5 As a specific implementation method of this embodiment, the second fastener 65 and the mounting hole 624 are connected by threads, that is, the hole wall of the mounting hole 624 is provided with an internal thread, the outer side of the second fastener 65 is provided with an external thread, and the internal thread of the mounting hole 624 and the external thread on the second fastener 65 are adapted to each other. When the second fastener 65 is screwed into the mounting hole 624, the second fastener 65 is threadedly connected to the mounting hole 624.

[0075] In this embodiment, the second fastener 65 is a bolt 59, which has a high connection strength and is easy to disassemble. However, the second fastener 65 is not limited to the bolt 59, for example, the second fastener 65 can also be a screw or a shaft with threads.

[0076] Specifically, see Figure 5 As a specific implementation of this embodiment, the plurality of mounting holes 624 are arranged at intervals along the radial direction of the steering shaft 51, so that the block 55 has different mounting positions along the radial direction of the steering shaft 51, and thus the block 55 can be used in conjunction with the protrusions 54 of various thicknesses. When the thickness of the protrusion 54 is relatively large, the block 55 can be appropriately installed away from the protrusion 54 to prevent the block 55 from interfering with other components. When the thickness of the protrusion 54 is relatively small, the block 55 can be appropriately installed close to the protrusion 54 to ensure that the block 55 can collide with the protrusion 54 when it rotates to a preset steering angle, thereby playing a limiting role.

[0077] Specifically, see Figure 5 As a specific implementation of this embodiment, two stoppers 55 are provided, and the two stoppers 55 are respectively arranged on both sides of the directional wheel assembly 7. Since two stoppers 55 are provided, left and right limit can be achieved. Therefore, when the vehicle turns left or right, there is a stopper 55 that collides with the protrusion 54.

[0078] In this embodiment, the two stoppers 55 are symmetrically arranged, that is, the limiting angles corresponding to the two stoppers 55 are consistent.

[0079] In other embodiments, the two blocks 55 are asymmetrically arranged, that is, the two blocks 55 correspond to different limiting angles. Therefore, the steering shaft 51 has different limiting angles when turning left and right, which can make the manual-automatic switching steering mechanism 100 have a larger range of use and be more convenient to use.

[0080] Specifically, see Figure 5 As a specific implementation of this embodiment, the side surface of the stopper 55 facing the steering shaft 51 is an arc surface, which can prevent the stopper 55 from interfering with other components when rotating around the axis of the steering shaft 51.

[0081] Specifically, see Figure 6 As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 also includes a bearing 53 and a sleeve 52. The sleeve 52 is roughly cylindrical, and the sleeve 52 is sleeved on the steering shaft 51. The limit module is located on the outside of the sleeve 52. The sleeve 52 is fixedly arranged, and the sleeve 52 is fixedly arranged relative to the steering shaft 51. The steering shaft 51 is located in the sleeve 52, so the sleeve 52 can protect the steering shaft 51 inside it. The bearing 53 is arranged in the sleeve 52 and sleeved on the steering shaft 51, so that a rotational connection is formed between the sleeve 52 and the steering shaft 51 to ensure that the sleeve 52 does not interfere with the rotation of the steering shaft 51.

[0082] The sleeve 52 is fixedly arranged relative to the steering shaft 51. Since the sleeve 52 is located outside the outer ring of the bearing 53, the sleeve 52 is fixedly arranged relative to the steering shaft 51. The protrusion 54 is mounted on the outer surface of the sleeve 52. Since the sleeve 52 is fixedly arranged, the protrusion 54 can be fixedly installed on the outer side of the steering shaft 51.

[0083] The manual-automatic steering mechanism 100 further includes a fixing plate 64, which is roughly plate-shaped. The fixing plate 64 is located above the cam 62. The fixing plate 64 has a through hole, and the fixing plate 64 is sleeved on the shaft sleeve 52 through the through hole. The fixing plate 64 is welded to the shaft sleeve 52 to fix the fixing plate 64. The fixing plate 64 can be used to install a driving member of the steering shaft 51.

[0084] Specifically, see Figure 6As a specific implementation of this embodiment, the bearing 53 is a tapered roller bearing 53. The tapered roller bearing 53 has a higher pressure resistance, so that the manual-automatic switchable steering mechanism 100 can be applied to heavy-duty automatic navigation driving equipment.

[0085] Specifically, see Figure 1 As a specific implementation of this embodiment, the motor 1 is arranged horizontally, that is, the motor 1 is arranged flat, so that the motor 1 and the synchronous pulley set 2 can be closely arranged, and the structure of the manual-automatic steering mechanism 100 can be more compact. The output shaft of the motor 1 is arranged toward the synchronous pulley set 2, which can facilitate the synchronous pulley set 2 to connect with the motor 1 to output the torque of the motor 1.

[0086] Specifically, see Figure 6 As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 further includes a directional wheel assembly 7, which is arranged below the motor 1, and is drivingly connected to the end of the steering shaft 51 away from the motor 1. Specifically, the directional wheel assembly 7 includes a vertically arranged wheel 73, ribs 71 arranged on both sides of the wheel 73, and a connecting plate 72 arranged above the wheel 73. The wheel 73 is connected to the two ribs 71 using a rotating shaft, so that the wheel 73 can rotate. The two ends of the connecting plate 72 are respectively connected to the two ribs 71.

[0087] A mounting seat 63 is also provided at the bottom of the steering shaft 51. The mounting seat 63 is roughly plate-shaped, and is located between the steering shaft 51 and the connecting plate 72. The mounting seat 63 is welded to the bottom end of the steering shaft 51. The mounting seat 63 is connected to the connecting plate 72 by bolts 59 to achieve the connection between the mounting seat 63 and the directional wheel assembly 7. When the steering shaft 51 rotates, the steering shaft 51 drives the mounting seat 63 and the directional wheel assembly 7 to rotate to achieve the driving connection between the steering shaft 51 and the directional wheel assembly 7. Since the mounting seat 63 is connected to the connecting plate 72 of the directional wheel assembly 7 by bolts 59, the directional wheel assembly 7 has the advantage of being easy to install and disassemble.

[0088] The cam 62 is mounted on the upper surface of the mounting seat 63 by means of bolts 59 .

[0089] Specifically, see Figure 2As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 further includes a fixing plate 64 disposed above the directional wheel assembly 7. The fixing plate 64 is generally plate-shaped and is a basic mounting platform. The motor 1, the synchronous pulley set 2 and the bevel gear set 4 are all disposed on the fixing plate 64. The stopper 61 is fixed to the bottom surface of the fixing plate 64 by screws.

[0090] Specifically, see Figure 1 and Figure 3 As a specific implementation of this embodiment, the manual-automatic switchable steering mechanism 100 also includes a magnetic navigation module 81 for detecting a magnetic field. The magnetic navigation module 81 is arranged in front of the directional wheel assembly 7. Specifically, the single-wheel steering mechanism also includes a bracket 82 for mounting the magnetic navigation module 81, and the top of the bracket 82 is connected to the connecting plate 72. The middle part of the bracket 82 is in a vertical state and is located in front of the wheel 73. The bottom end of the bracket 82 is bent horizontally for mounting the magnetic navigation module 81. The magnetic navigation module 81 is electrically connected to the control unit. The magnetic navigation module 81 detects the embedded magnetic field in the use environment through a built-in magnetic navigation sensor (not shown in the figure), and feeds back the detected magnetic field signal to the control unit. The control unit adjusts the output of the motor 1 in real time according to the received signal to control the rotation angle of the directional wheel assembly 7 to achieve automatic navigation.

[0091] In summary, the present invention provides a manual-automatic steering mechanism 100, wherein the input end of the synchronous pulley set 2 of the manual-automatic steering mechanism 100 is drivingly connected to the output end of the motor 1, so that the torque output by the engine is transmitted to the synchronous pulley set 2. The rotor 31 of the electromagnetic clutch 3 is drivingly connected to the output end of the synchronous pulley set 2, so that the rotor 31 can rotate together with the output end of the synchronous pulley set 2. The stator 32 of the electromagnetic clutch 3 is drivingly connected to the input end of the bevel gear set 4. Since one axial end of the steering shaft 51 is inserted into the gear corresponding to the output end of the bevel gear set 4, the other axial end of the steering shaft 51 is used for driving connection with the directional wheel assembly 7. Therefore, when the rotor 31 and the stator 32 are connected, the torque transmitted by the motor 1 to the synchronous pulley set 2 can be transmitted to the bevel gear through the electromagnetic clutch 3, and the bevel gear set 4 drives the steering shaft 51 to rotate, thereby driving the directional wheel assembly 7 to rotate. Since the top end of the steering shaft 51 is also connected to a steering wheel, when the stator 32 and the rotor 31 of the electromagnetic clutch 3 are separated, the steering wheel can be manually rotated to drive the directional wheel assembly 7 to rotate. Compared with the steering mechanism in the prior art, the manual-automatic switchable steering mechanism 100 has two working modes, namely, electric drive and manual drive, and can quickly switch between the two modes.

[0092] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0093] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0094] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0095] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0096] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0097] Of course, the description of the above-mentioned embodiments of the present invention is relatively detailed, but it cannot be understood as limiting the scope of protection of the present invention. The present invention may also have many other implementation methods. Based on this implementation method, other implementation methods obtained by ordinary technicians in this field without any creative work all belong to the scope of protection of the present invention. The scope of protection of the present invention shall be based on the attached claims.

Claims

1. A steerable mechanism with manual and automatic switching functions, characterized in that, it includes: a directional wheel assembly; a motor, disposed above the directional wheel assembly; a synchronous pulley set, the input end of the synchronous pulley set being drivingly connected to the output end of the motor; a bevel gear set, disposed around the motor; an electromagnetic clutch, located between the bevel gear set and the synchronous pulley set; the electromagnetic clutch includes a rotor drivingly connected to the output end of the synchronous pulley set and a stator drivingly connected to the input end of the bevel gear set, the rotor and the stator being connected by electromagnetic attraction; a steering shaft, vertically disposed above the directional wheel assembly; one axial end of the steering shaft is inserted into the gear corresponding to the output end of the bevel gear set, and the other axial end of the steering shaft is used for driving connection with the directional wheel assembly; a steering wheel, located above the steering shaft, the steering wheel being drivingly connected to the steering shaft; the steerable mechanism with manual and automatic switching functions further includes a control unit and a limit module; the control unit is electrically connected to the motor; the limit module includes a cam sleeved on the steering shaft and a limiting member disposed outside the cam; the cam is connected to the steering shaft; the limiting member is electrically connected to the control unit, and when the rotation angle of the steering shaft exceeds a threshold, the cam presses the limiting member, thereby causing the limiting member to be triggered; the limiting member includes a limiting body, a compression body and a roller; the limiting body is fixedly disposed; the limiting body is electrically connected to the control unit; the compression body is located on the side of the limiting body facing the cam, the compression body being disposed along the radial direction of the steering shaft; the compression body is connected to the limiting body to transmit the compression amount to the limiting body; the roller is located on the side of the compression body facing the cam, the roller being rotatably connected to the compression body, and the axis of the roller being parallel to the axis of the steering shaft; when the edge of the cam contacts the roller, the roller rotates; the peripheral edge of the cam includes a first profile, a second profile and a third profile; the second profile is located between the first profile and the third profile, and the two ends of the second profile are respectively connected to the first profile and the third profile; the diameter of the first profile is constantly a first distance; when the directional wheel assembly travels in a straight line, the roller is located outside the first profile; the diameter of the second profile gradually increases from the first distance to a second distance; when the directional wheel assembly rotates, the position of the roller gradually changes from the outside of the first profile to the outside of the second profile; when the rotation angle of the directional wheel assembly reaches the threshold, the roller is located at the connection point of the first profile and the second profile, and the roller contacts the cam, thereby triggering the limiting member; the diameter of the third profile is constantly the second distance; The manual-automatic switchable steering mechanism further comprises a protrusion fixedly arranged outside the steering shaft and a stopper rotating with the steering shaft; the protrusion and the stopper partially or completely overlap in a horizontal plane perpendicular to the height direction; the stopper is detachably mounted on the outer side of the steering shaft; The cam is provided with a plurality of mounting holes, and the plurality of mounting holes are arranged around the steering shaft; The manual-automatic switchable steering mechanism further includes a second fastener, which passes through the block and is disposed in the mounting hole, so as to mount the block on the cam; There are two stoppers, which are respectively arranged on both sides of the directional wheel assembly.

2. The manual-automatic switching steering mechanism according to claim 1, It is characterized in that The synchronous pulley set includes a first pulley drivingly connected to the output end of the motor, a second pulley arranged on one radial side of the first pulley, and a synchronous belt sleeved on the first pulley and the second pulley.

3. The manual-automatic switchable steering mechanism according to claim 2, It is characterized in that The manual-automatic switchable steering mechanism further includes a tensioning wheel, a bottom plate, a side plate and a first fastener; The tensioning wheel is arranged between the first pulley and the second pulley; The bottom plate is located on one side of the axial direction of the tension wheel, and the tension wheel is rotatably connected to the bottom plate; The side plate is arranged on a side of the bottom plate away from the tensioning wheel; a waist-shaped hole is opened on the side of the side plate facing the bottom plate, and the waist-shaped hole is arranged in the vertical direction; The first fastener is arranged on a side of the side plate away from the bottom plate, and the first fastener passes through the waist-shaped hole and penetrates into the bottom plate.

4. The manual-automatic switching steering mechanism according to claim 2, It is characterized in that The bevel gear set includes a first bevel gear drivingly connected to the second pulley and a second bevel gear meshing with the first bevel gear; the axis of the second bevel gear is vertically arranged.

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