An improved new energy vehicle steering system

Abstract

An improved steering system for new energy vehicles includes a steering wheel, a steering rod connected to the bottom of the steering wheel, and the steering rod is connected to a steering gear via a universal joint. A physiological state sensor is installed on the grip ring of the steering wheel. The steering gear includes a connecting shaft, a first transmission mechanism, a second transmission mechanism and a steering shaft. The first transmission mechanism is connected to the connecting shaft and the steering shaft via a first clutch mechanism, and the second transmission mechanism is connected to the connecting shaft and the steering shaft via a second clutch mechanism. The transmission ratio of the first transmission mechanism is greater than the transmission ratio of the second transmission mechanism. The first clutch mechanism and the second clutch mechanism both include a clutch control component, and the clutch control component and the physiological state sensor are connected to the control system of the vehicle. Compared with the prior art, the steering system described in the present application can switch its sensitivity according to influencing factors such as road conditions and driver status, so as to prevent the driver from turning the steering wheel at too large an angle, causing the vehicle to turn sharply and overturn.

Description

Technical Field

[0001] The present invention belongs to the technical field of new energy vehicle steering systems, and in particular relates to an improved new energy vehicle steering system. Background Art

[0002] Tire blowout is an important factor in highway traffic accidents, and improper driver handling measures after a tire blowout is the main cause of traffic accidents after a tire blowout.

[0003] However, in reality, because accidents happen suddenly, drivers are often unable to react in time and take corrective action. Instead, they subconsciously try to correct their trajectory by manipulating the steering wheel. During this correction process, due to panic and a short reaction time, drivers may overcorrect and oversteer, causing the vehicle to spin out of control and resulting in fatalities. The applicant believes that improving the vehicle's steering system and utilizing a control system to intervene in steering control can significantly prevent traffic accidents caused by improper manual operation after a tire blowout. Conventional vehicle steering systems are unable to implement this solution, and existing new energy vehicle steering systems, based on conventional vehicle steering systems, are also unable to address this issue.

[0004] Therefore, based on some of the above situations in the prior art, this application has been further designed and improved. Summary of the Invention

[0005] In response to the above deficiencies in the existing technology, the present invention provides an improved steering system for new energy vehicles, which can switch the sensitivity according to factors such as road conditions and driver status, to prevent the driver from turning the steering wheel at too large an angle, causing the vehicle to turn sharply and overturn.

[0006] In order to solve the above technical problems, the present invention is solved through the following technical solutions.

[0007] An improved new energy vehicle steering system comprises a steering wheel, a steering rod is connected below the steering wheel, the steering rod is connected to a steering gear via a universal joint, and the steering gear is connected to a vehicle tie rod.

[0008] The essential feature of the present application is that a physiological status sensor is installed on the grip ring of the steering wheel. The steering gear includes a connecting shaft, a first transmission mechanism, a second transmission mechanism and a steering shaft. The first transmission mechanism is connected to the connecting shaft and the steering shaft through a first clutch mechanism, and the second transmission mechanism is connected to the connecting shaft and the steering shaft through a second clutch mechanism. The transmission ratio of the first transmission mechanism is greater than the transmission ratio of the second transmission mechanism. The first clutch mechanism and the second clutch mechanism both include a clutch control component, and the clutch control component and the physiological status sensor are connected to the control system of the vehicle.

[0009] In a preferred embodiment, a connecting gear is mounted on the connecting shaft, and the connecting gear is meshed with a first intermediate gear and a second intermediate gear, wherein the first intermediate gear is connected to a first transmission mechanism, and the second intermediate gear is connected to a second transmission mechanism.

[0010] In a preferred embodiment, the first transmission mechanism includes a first transmission worm coaxially connected to the first intermediate gear, the first transmission worm meshingly connected to a first transmission gear sector, and the first transmission gear sector is coaxially and rotatably mounted on the steering shaft. The second transmission mechanism includes a second transmission worm coaxially connected to the second intermediate gear, the second transmission worm meshingly connected to a second transmission gear sector, and the second transmission gear sector is rotatably mounted on the steering shaft.

[0011] In a preferred embodiment, the first transmission worm and the second transmission worm have opposite rotation directions.

[0012] In a preferred embodiment, the first transmission worm and the second transmission worm have the same number of teeth. Within a unit rotation angle range, the number of teeth of the first transmission gear sector is less than the number of teeth of the second transmission gear sector.

[0013] In a preferred embodiment, the number of starts of the first transmission worm is greater than the number of starts of the second transmission worm. Within a unit rotation angle range, the number of teeth of the first gear sector is equal to the number of teeth of the second gear sector.

[0014] In a preferred embodiment, the first clutch mechanism and the second clutch mechanism both include an assembly seat, and the clutch control component is mounted on the assembly seat; the clutch control component includes a retractable control column.

[0015] In a preferred embodiment, a mating ring is provided on the steering shaft, and a ring clutch hole for mating with a control column is provided on the mating ring; and the first transmission gear sector and the second transmission gear sector are both provided with a gear sector clutch hole for mating with the control column.

[0016] In a preferred embodiment, the steering rod is equipped with a steering sensor and an impact transmission mechanism. The impact transmission mechanism includes an impact motor, which is activated by a control system. An output gear is mounted on the output shaft of the impact motor, and the output gear is meshed with an impact transmission gear mounted on the steering rod.

[0017] In a preferred embodiment, the physiological state sensor is a piezoelectric sensor. The physiological state sensor is arranged along the grip ring of the steering wheel.

[0018] Compared with the prior art, this application has the following beneficial effects:

[0019] 1. The steering gear has a sensitivity switching function. When the driver is driving the vehicle on the highway, the control system can cooperate with the steering gear and physiological status sensors and other components to switch the sensitivity according to factors such as road conditions and driver status, so as to prevent the driver from turning the steering wheel at too large an angle and causing the vehicle to turn sharply and roll over.

[0020] 2. The physiological state sensor can monitor the physiological state of the driver and remind the driver when the driver is in an unsuitable driving state such as fatigue driving.

[0021] 3. The impact transmission mechanism and the steering sensor cooperate to transmit road impact to the steering wheel to ensure the driver's accurate perception of the road surface. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A three-dimensional diagram of the steering system Figure 1 .

[0023] Figure 2 for Figure 1 A partial enlarged view of point A in the middle.

[0024] Figure 3 A three-dimensional diagram of the steering system Figure 2 .

[0025] Figure 4 for Figure 3 A partial enlarged view of point B in the middle.

[0026] Figure 5 It is a plan view of the internal structure of the steering gear.

[0027] Figure 6 This is the assembly diagram of the internal structure of the steering gear.

[0028] Figure 7 This is a schematic diagram of the assembly of the first transmission worm and the first transmission gear fan.

[0029] Figure 8 This is an assembly diagram of the second transmission worm and the second transmission gear fan.

[0030] Figure 9 It is a schematic diagram of the assembly of the first clutch mechanism or the second clutch mechanism and the steering shaft.

[0031] The following is a description of the symbols in the drawings of the specification:

[0032] 1. Steering wheel; 11. Grip ring; 12. Physiological status sensor;

[0033] 2. Steering sensor;

[0034] 3. Steering rod; 31. Universal joint; 32. Steering rod;

[0035] 4. Steering gear;

[0036] 5. Connecting shaft; 51. Connecting gear; 52. First intermediate gear; 53. Second intermediate gear;

[0037] 60. First transmission worm; 61. Second transmission worm; 62. First transmission gear sector; 63. Second transmission gear sector; 64. Gear sector clutch hole;

[0038] 70. First clutch mechanism; 71. Second clutch mechanism; 72. Clutch control member; 73. Control column; 74. Assembly seat;

[0039] 8. Steering shaft; 81. Matching ring; 82. Clutch hole of ring;

[0040] 9. Impact transmission mechanism; 91. Assembly frame; 92. Impact motor; 93. Output gear; 94. Impact transmission gear. DETAILED DESCRIPTION

[0041] The present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

[0042] In the following embodiments, the same or similar numbers throughout represent the same or similar components or components with 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 should not be understood as limiting the present invention.

[0043] In the description of the present invention, it should be understood that the terms: center, longitudinal, transverse, length, width, thickness, up, down, front, back, left, right, vertical, horizontal, top, bottom, inside, outside, clockwise, counterclockwise, etc. indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and therefore cannot be understood as limiting the present invention. In addition, the terms: first, second, etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features shown. In the description of the present invention, unless otherwise clearly specified and limited, the terms: install, connect, connect, etc. should be understood in a broad sense, and ordinary technicians in this field can understand the specific meaning of the above terms in this practical application according to the specific circumstances.

[0044] Reference Figures 1 to 9 An improved new energy vehicle steering system includes a steering wheel 1, a steering rod 3 is connected below the steering wheel 1, the steering rod 3 is connected to a steering sub-rod 32 through a universal joint 31, the steering sub-rod 32 is connected to a steering gear 4 through a universal joint 31, and the steering gear 4 is connected to the vehicle tie rod.

[0045] The essential feature of this embodiment is that a physiological status sensor 12 is installed on the grip ring 11 of the steering wheel 1. The steering gear 4 includes a connecting shaft 5, a first transmission mechanism, a second transmission mechanism and a steering shaft 8. The first transmission mechanism is connected to the connecting shaft 5 and to the steering shaft 8 through a first clutch mechanism 70, and the second transmission mechanism is connected to the connecting shaft 5 and to the steering shaft 8 through a second clutch mechanism 71. The transmission ratio of the first transmission mechanism is greater than the transmission ratio of the second transmission mechanism. The first clutch mechanism 70 and the second clutch mechanism 71 both include a clutch control component 72, and the clutch control component 72 and the physiological status sensor 12 are connected to the control system of the automobile.

[0046] The sensitivity switching works as follows: In the default state, the first clutch mechanism 70 connects the first transmission mechanism and the steering shaft 8 by default. When the steering sensitivity is adjusted, the first clutch mechanism 70 disconnects the first transmission mechanism and the steering shaft 8, and the second clutch mechanism 71 connects the second transmission mechanism and the steering shaft 8.

[0047] The advantages of the above technical features compared to the existing technology are: the steering gear 4 has a sensitivity switching function. When the driver drives the vehicle on a highway, the control system can switch the sensitivity according to road conditions, driver status and other influencing factors through the cooperation of the steering gear 4 and components such as the physiological state sensor 12, so as to prevent the driver from turning the steering wheel 1 too much and causing the vehicle to turn sharply and overturn.

[0048] Preferably, the physiological state sensor 12 is a piezoelectric sensor, and is annular and disposed along the grip ring 11 of the steering wheel 1. The control system can cooperate with the physiological state sensor 12 to provide a reminder function, monitor the driver's physiological state, and remind the driver when the driver is in an unsuitable driving state such as fatigue driving.

[0049] The connecting shaft 5 is equipped with a connecting gear 51, which is meshed with a first intermediate gear 52 and a second intermediate gear 53. The first intermediate gear 52 is connected to the first transmission mechanism, and the second intermediate gear 53 is connected to the second transmission mechanism. The first transmission mechanism includes a first transmission worm 60 coaxially connected to the first intermediate gear 52. The first transmission worm 60 is meshed with a first transmission gear sector 62, which is coaxially and rotatably mounted on the steering shaft 8. The second transmission mechanism includes a second transmission worm 61 coaxially connected to the second intermediate gear 53. The second transmission worm 61 is meshed with a second transmission gear sector 63, which is rotatably mounted on the steering shaft 8.

[0050] To ensure that the transmission ratio of the first transmission mechanism is greater than that of the second transmission mechanism, the first transmission worm 60 and the second transmission worm 61 rotate in opposite directions. The first and second transmission worms 60 and 61 have the same number of threads. Within a unit rotation angle, the number of teeth on the first transmission gear sector 62 is less than that on the second transmission gear sector 63.

[0051] As another specific embodiment, this embodiment differs from the above embodiment in that the first transmission worm 60 has a greater number of turns than the second transmission worm 61. Within a unit rotation angle range, the number of teeth on the first gear sector is equal to the number of teeth on the second gear sector, thereby ensuring that the transmission ratio of the first transmission mechanism is greater than that of the second transmission mechanism.

[0052] As a specific embodiment, the specific structures of the first clutch mechanism 70 and the second clutch mechanism 71 are as follows: the specific structures of the first clutch mechanism 70 and the second clutch mechanism 71 both include an assembly seat 74, and the clutch control member 72 is mounted on the assembly seat 74. The clutch control member 72 includes a retractable control column 73. A mating ring 81 is provided on the steering shaft 8, and a ring clutch hole 82 for mating with the control column 73 is provided on the mating ring 81. The first transmission gear sector 62 and the second transmission gear sector 63 are both provided with a gear sector clutch hole 64 for mating with the control column 73. When the control column 73 is in a fully extended state, the end face of the control column 73 does not exceed the end face of the distal end of the mating ring 81 to ensure that no interference occurs between the first transmission mechanism and the second transmission mechanism.

[0053] In a specific embodiment, the steering rod 3 is equipped with a steering sensor 2 and an impact transmission mechanism 9. The impact transmission mechanism 9 and the steering sensor 2 work together to transmit road surface impacts to the steering wheel 1, ensuring the driver's accurate perception of the road surface. Specifically, the impact transmission mechanism 9 includes an assembly frame 91, mounted with an impact motor 92, which is activated by a control system. An output gear 93 is mounted on the output shaft of the impact motor 92, which is meshed with an impact transmission gear 94, which is mounted on the steering rod 3.

[0054] When the wheel is subjected to a reverse impact from the ground, the control system determines that the wheel rotation is caused by the reverse impact based on the steering sensor 2. The control system controls the impact transmission mechanism to rotate, causing the steering rod 3 to rotate in a direction consistent with the reverse impact. By actively rotating the first transmission worm 60 or the second transmission worm 61, the reverse impact transmitted to the output shaft is offset, and the road feel is clearly transmitted to the driver through the steering wheel 1.

[0055] The protection scope of the present invention includes but is not limited to the above embodiments. The protection scope of the present invention is based on the claims. Any replacement, deformation, and improvement of the technology that can be easily thought of by those skilled in the art fall within the protection scope of the present invention.

Claims

1. An improved new energy vehicle steering system, comprising a steering wheel (1), a steering rod (3) connected below the steering wheel (1), the steering rod (3) connected to a steering gear (4) via a universal joint (31), the steering gear (4) connected to a vehicle tie rod, characterized in that: A physiological state sensor (12) is mounted on the grip ring (11) of the steering wheel (1); The steering gear (4) comprises a connecting shaft (5), a first transmission mechanism, a second transmission mechanism and a steering shaft (8); the first transmission mechanism is connected to the connecting shaft (5) and to the steering shaft (8) via a first clutch mechanism (70); the second transmission mechanism is connected to the connecting shaft (5) and to the steering shaft (8) via a second clutch mechanism (71); the transmission ratio of the first transmission mechanism is greater than the transmission ratio of the second transmission mechanism; The first clutch mechanism (70) and the second clutch mechanism (71) both include a clutch control component (72), and the clutch control component (72) and the physiological state sensor (12) are connected to a control system of the vehicle; The connecting shaft (5) is provided with a connecting gear (51), and the connecting gear (51) is meshedly connected with a first intermediate gear (52) and a second intermediate gear (53); the first intermediate gear (52) is connected to a first transmission mechanism, and the second intermediate gear (53) is connected to a second transmission mechanism; The first transmission mechanism includes a first transmission worm (60) coaxially connected to the first intermediate gear (52), the first transmission worm (60) being meshedly connected to the first transmission gear fan (62), and the first transmission gear fan (62) being coaxially rotatably mounted on the steering shaft (8); the second transmission mechanism includes a second transmission worm (61) coaxially connected to the second intermediate gear (53), the second transmission worm (61) being meshedly connected to the second transmission gear fan (63), and the second transmission gear fan (63) being rotatably mounted on the steering shaft (8); the first transmission worm (60) and the second transmission worm (61) have the same number of teeth; within a unit rotation angle range, the number of teeth of the first transmission gear fan (62) is less than the number of teeth of the second transmission gear fan (63); and the first transmission worm (60) and the second transmission worm (61) have opposite rotation directions.

2. The improved new energy vehicle steering system according to claim 1, characterized in that: The number of starts of the first transmission worm (60) is greater than the number of starts of the second transmission worm (61); within a unit rotation angle range, the number of teeth of the first transmission gear sector is equal to the number of teeth of the second transmission gear sector.

3. The improved new energy vehicle steering system according to claim 2, characterized in that: The first clutch mechanism (70) and the second clutch mechanism (71) both include an assembly seat (74), and the clutch control member (72) is mounted on the assembly seat (74); the clutch control member (72) includes a retractable control column (73).

4. The improved new energy vehicle steering system according to claim 3, characterized in that: A matching ring platform (81) is provided on the steering shaft (8), and a ring platform clutch hole (82) for matching with the control column (73) is provided on the matching ring platform (81); and a gear sector clutch hole (64) for matching with the control column (73) is provided on both the first transmission gear sector (62) and the second transmission gear sector (63).

5. The improved new energy vehicle steering system according to claim 1, characterized in that: The steering rod (3) is provided with a steering sensor (2) and an impact transmission mechanism (9); the impact transmission mechanism (9) includes an impact motor (92), and the impact motor (92) is started by a control system; an output gear (93) is installed on the output shaft of the impact motor (92), and the output gear (93) is meshedly connected with an impact transmission gear (94), and the impact transmission gear (94) is installed on the steering rod (3).

6. The improved new energy vehicle steering system according to claim 1, characterized in that: The physiological state sensor (12) is a piezoelectric sensor; the physiological state sensor (12) is arranged along the grip ring (11) of the steering wheel (1).

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