Steering stabilization device, electric vehicle, and method for controlling steering stabilization device

Abstract

The invention provides a steering stabilizing device, an electric vehicle and a control method of the steering stabilizing device. The steering stabilizing device comprises a head pipe assembly and a power transmission assembly. The head pipe assembly comprises a head pipe and a first driving piece, and the first driving piece is arranged in the head pipe in a penetrating mode. The power transmission assembly comprises a second driving part, a screw rod, a first power unit, a second power unit and an executing mechanism, the second driving part drives the screw rod to rotate through the first power unit, the screw rod drives the executing mechanism to move in the axial direction of the screw rod, the executing mechanism is connected with the second power unit, and the first driving part drives the second power unit to rotate. According to the steering stabilizing device, the problem that the riding stability is affected by steering flexibility under different vehicle speed conditions can be solved.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a steering stabilization device, an electric vehicle, and a control method for the steering stabilization device. Background Art

[0002] As urban traffic becomes more and more congested and automobile exhaust emissions increase, people are increasingly inclined to use lightweight and environmentally friendly means of transportation. Electric vehicles have gradually become the preferred means of transportation for people's short-distance travel due to their many advantages such as simple operation, convenience, energy saving and environmental protection, and not being easily affected by traffic congestion.

[0003] In the related art, the electric vehicle is equipped with a steering rod and a steering bearing, and the electric vehicle is only equipped with a steering angle limiter to restrict the steering angle range of the electric vehicle. The steering rod rotates in coordination with the steering bearing. When the user uses the electric vehicle, the driving direction of the electric vehicle can be adjusted by adjusting the rotation angle of the steering rod.

[0004] The steering rod and the steering bearing can rotate together to make the steering rod more flexible, so that the electric vehicle can steer flexibly. However, when the electric vehicle is traveling on a bumpy road, the flexible steering of the steering rod can easily make it difficult for the user to maintain the stability of the handlebars, which is a major safety hazard, especially in a high-speed riding environment. Summary of the invention

[0005] The present application provides a steering stabilizer, an electric vehicle and a control method for the steering stabilizer, which can solve the problem that the steering flexibility under different vehicle speed conditions affects the riding stability.

[0006] In a first aspect, the present application provides a steering stabilization device, comprising:

[0007] A head pipe assembly, comprising a head pipe and a first driving member, wherein the first driving member is disposed inside the head pipe;

[0008] A power transmission assembly includes a second drive member, a screw, a first power unit, a second power unit and an actuator, wherein the second drive member drives the screw to rotate through the first power unit, the screw drives the actuator to move along the axial direction of the screw, the actuator is connected to the second power unit, and the first drive member drives the second power unit to rotate.

[0009] The steering stabilization device provided by the present application can add a set of variable damping forces to the process of adjusting the first driving member for the user. The damping force can be adjusted according to the driving speed of the electric vehicle. When the electric vehicle is traveling at a faster speed, the power transmission component can provide a larger damping force so that the first driving member will not shake easily, thereby improving the driving stability of the electric vehicle. When the electric vehicle is traveling at a slow speed, the power transmission component can provide a smaller damping force so that the first driving member can turn more easily to maintain the stability of the electric vehicle.

[0010] According to one embodiment of the present application, the first power unit includes a first transmission member and a second transmission member, the second transmission member is provided with a rotating shaft, the first transmission member is arranged on the rotating shaft, the second transmission member is arranged on the screw, and the first transmission member and the second transmission member cooperate for transmission.

[0011] According to one embodiment of the present application, the second power unit includes a third transmission member and a fourth transmission member, the third transmission member is arranged on the screw rod, and along the axial direction, the third transmission member is located between the second transmission member and the actuator, and the fourth transmission member is arranged on the first driving member, and the third transmission member and the fourth transmission member cooperate for transmission.

[0012] According to an embodiment of the present application, the actuator includes an adjusting nut and an elastic member, and along the axial direction, one end of the elastic member is connected to the adjusting nut, and the other end is connected to the third transmission member.

[0013] According to an embodiment of the present application, the power transmission assembly includes a friction plate, and along the axial direction, the friction plate is provided on at least one side of the third transmission member.

[0014] According to one embodiment of the present application, the steering stabilization device includes a protective shell, which is detachably connected to the head pipe, and the second driving member is arranged in the protective shell. The protective shell has an accommodating cavity, and the screw is located in the accommodating cavity. The screw is rotatably connected to the protective shell.

[0015] According to an embodiment of the present application, the protective shell includes a first shell and a second shell, the first shell and the second shell are connected to form the accommodating cavity, the head pipe is provided with an opening, and the opening is communicated with the accommodating cavity.

[0016] According to an embodiment of the present application, the adjusting nut is provided with a first limiting portion, and the inner wall of the protective shell is provided with a guiding portion, and the guiding portion constrains the adjusting nut from rotating.

[0017] According to one embodiment of the present application, the power transmission assembly also includes a bearing, and a bearing chamber is provided on two bottom walls of the protective shell opposite to each other along the axial direction. The bearing is located in the bearing chamber, and the bearings are respectively provided at both ends of the screw, and the screw is connected to the protective shell through the bearings.

[0018] According to one embodiment of the present application, a contact switch is further included, wherein the contact switch is arranged on the inner wall of the protective shell, and the contact switch is in contact with the adjusting nut.

[0019] In a second aspect, the present application provides an electric vehicle, comprising a handlebar, a front fork fixing assembly and a steering stabilization device according to any one of the above embodiments, wherein one end of the first driving member is connected to the handlebar, and the other end is connected to the front fork fixing assembly.

[0020] In the third aspect, in the initial state, the electric vehicle has a running speed of V0, the second drive member is powered off, the actuator does not work, the force applied by the actuator to the third transmission member is 0, and the damping force transmitted to the fourth transmission member and the first drive member is 0;

[0021] When the speed of the electric vehicle increases to V1, the second driving member starts, the actuator slides along the axial direction of the screw toward the third transmission member to position X1, the second driving member is powered off, the actuator applies a force F1 to the third transmission member, and the damping force transmitted to the fourth transmission member and the first driving member is F1;

[0022] When the running speed of the electric vehicle increases from V1 to V2, the second driving member is started, the actuator continues to slide along the axial direction toward the third transmission member to position X2, the second driving member is powered off, the actuator applies a force F2 to the third transmission member, and the damping force transmitted to the fourth transmission member and the first driving member is F2;

[0023] When the speed of the electric vehicle decreases from V2 to V1, the second driving member is started, the actuator slides in the reverse direction of the axial direction to position X1, the second driving member is powered off, the actuator applies a force F1 to the third transmission member, and the damping force transmitted to the fourth transmission member and the first driving member is F1;

[0024] Among them, V0<V1<V2, F1<F2.

[0025] According to one embodiment of the present application, when the speed of the electric vehicle is within the range of V1 to V2, the damping force F1 is a constant value;

[0026] When the running speed of the electric vehicle is greater than V2, the damping force F2 is a constant value.

[0027] In addition to the technical problems solved by the embodiments of the present invention described above, the technical features that constitute the technical solutions, and the beneficial effects brought about by the technical features of the technical solutions, other technical problems that can be solved by the steering stabilization device, the electric vehicle, and the control method of the steering stabilization device provided by the embodiments of the present invention, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further described in detail in the specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0029] Figure 1 It is a schematic diagram of the axle side of a steering stabilizing device according to an embodiment of the present application;

[0030] Figure 2 A schematic diagram of a partial structure of a steering stabilization device according to an embodiment of the present application;

[0031] Figure 3 This is a schematic diagram of the exploded structure of a steering stabilization device according to an embodiment of the present application;

[0032] Figure 4 is a cross-sectional schematic diagram of a steering stabilization device according to an embodiment of the present application;

[0033] Figure 5 for Figure 4 The enlarged schematic diagram of point A in the middle;

[0034] Figure 6 This is a schematic diagram of the axial structure of a screw rod according to an embodiment of the present application;

[0035] Figure 7 It is a schematic diagram of a partial exploded structure of a steering stabilization device according to an embodiment of the present application.

[0036] Description of reference numerals:

[0037] 100-steering stabilization device;

[0038] 110-head pipe assembly; 111-head pipe; 112-first driving member;

[0039] 120-power transmission assembly;

[0040] 121- second driving member; 1211- rotating shaft;

[0041] 122- screw rod; 122a- special-shaped groove;

[0042] 123-first power unit; 1231-first transmission member; 1232-second transmission member;

[0043] 124- second power unit; 1241- third transmission member; 1242- fourth transmission member;

[0044] 125-actuator; 1251-adjusting nut; 1251a-first limiting portion; 1252-elastic member;

[0045] 126-friction plate;

[0046] 127-bearing;

[0047] 130-protective housing;

[0048] 130a-accommodating chamber; 130b-guiding portion; 130c-second limiting portion; 130d-bearing chamber;

[0049] 131-first housing; 132-second housing;

[0050] 140-contact switch;

[0051] X-axis direction.

[0052] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0053] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation methods described in the following exemplary embodiments do not represent all implementation methods consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0054] The steering stabilization device of the present application can be applied to an electric vehicle. The electric vehicle of the present application can be an electric scooter.

[0055] With the continuous development of science and technology, the types of people's means of transportation have gradually increased. In addition to traditional fuel vehicles, various electric vehicles with simple structures and easy driving have gradually entered people's lives. Electric vehicles are easy for drivers to learn and use. They have the advantages of labor saving, light weight, environmental protection, and low cost, and are deeply favored by the majority of users.

[0056] Electric vehicles usually include a power source and a drive motor. The power source can provide electrical energy to the drive motor of the electric vehicle. The motor converts the electrical energy of the power source into mechanical energy to drive the wheels to move.

[0057] In the related art, an electric vehicle is usually equipped with a first drive member and a steering bearing. The first drive member can rotate in cooperation with the steering bearing. When a user uses the electric vehicle, the driving direction of the electric vehicle can be adjusted by adjusting the rotation angle of the first drive member. The electric vehicle can also be equipped with a steering angle limiter to constrain the steering angle range of the electric vehicle.

[0058] The first driving member and the steering bearing can rotate in coordination to make the first driving member rotate more flexibly, so that the electric vehicle can steer flexibly. However, the applicant has found that when the electric vehicle is traveling on a bumpy road, the steering of the first driving member is too flexible, which can easily make it difficult for the user to maintain the stability of the handlebars, especially in a high-speed riding environment, which poses a great safety hazard.

[0059] The applicant has attempted to improve the above technical problems through simple structural optimization. For example, by improving the steering bearing or increasing the steering friction, or even by adding a device to increase the damping force of the first drive member during the steering process, the flexibility of the first drive member can be reduced during the high-speed driving of the electric vehicle to improve the driving stability of the electric vehicle. However, the mechanical damping force is unchanged. When the electric vehicle is at a low speed or in a pushing state, the damping force of the first drive member still maintains the damping force under high-speed driving, which can easily cause steering difficulties for the electric vehicle and is also not conducive to driving stability. Therefore, none of the above methods can meet the damping force requirements of the first drive member under different speed environments.

[0060] In order to solve the above technical problems, the applicant has improved the structure of the existing steering stabilization device. The steering stabilization device 100 of the present application includes a power transmission assembly 120. The second driving member 121 can drive the first power unit 123 to move so that the screw 122 rotates. The rotation of the screw 122 can drive the actuator 125 to move in the direction of the second power unit 124 to apply a force to the second power unit 124. Therefore, when the user adjusts the rotation angle of the first driving member 112 to drive the second power unit 124 to move, it is necessary to overcome the force of the actuator 125 acting on the second power unit 124.

[0061] It is understandable that the power transmission assembly 120 of the present application can add a set of variable damping forces for the user to adjust the first drive member 112. The damping force can be adjusted according to the driving speed of the electric vehicle. When the electric vehicle is traveling at a faster speed, the power transmission assembly 120 can provide a larger damping force so that the first drive member 112 will not shake easily, thereby improving the driving stability of the electric vehicle. When the electric vehicle is traveling at a slow speed, the power transmission assembly 120 can provide a smaller damping force so that the first drive member 112 can turn more easily to maintain the stability of the electric vehicle.

[0062] The steering stabilization device, the electric vehicle, and the control method of the steering stabilization device provided by the present application are described below with reference to the accompanying drawings and in combination with specific embodiments.

[0063] See also Figures 1 to 3 As shown, the steering stabilizing device 100 according to the embodiment of the present application includes a head pipe assembly 110 and a power transmission assembly 120. The power transmission assembly 120 is disposed at the head pipe assembly 110.

[0064] The head pipe assembly 110 includes a head pipe 111 and a first driving member 112. The first driving member 112 is disposed inside the head pipe 111. The power transmission assembly 120 includes a second driving member 121, a screw rod 122, a first power unit 123, a second power unit 124, and an actuator 125. The second driving member 121 drives the screw rod 122 to rotate through the first power unit 123. The screw rod 122 drives the actuator 125 to move along the axial direction X of the screw rod 122. The actuator 125 is connected to the second power unit 124. The first driving member 112 drives the second power unit 124 to rotate.

[0065] The second driving member 121 of the embodiment of the present application can drive the screw rod 122 to rotate through the first power unit 123. During the rotation of the screw rod 122, the actuator 125 can apply a force in the direction of the second power unit 124 along the axial direction X of the screw rod 122. Therefore, when the user operates the first driving member 112 to drive the screw rod 122 to rotate through the second power unit 124, it is necessary to apply a force to the first driving member 112 so that the second power unit 124 can first overcome the force applied to it by the actuator 125, and then the rotation of the first driving member 112 can be realized.

[0066] During high-speed driving of the electric vehicle, the second driving member 121 can drive the screw 122 to rotate through the first power unit 123, so that the actuator 125 moves a larger distance in the direction of the second power unit 124, that is, the actuator 125 acts on the second power unit 124 with a larger force. Therefore, the user needs to apply a larger force to the first driving member 112 so that the second power unit 124 can overcome the force applied by the actuator 125, thereby realizing the rotation of the first driving member 112, which is beneficial to reducing the steering flexibility of the first driving member 112 and reducing the possibility of instability of the electric vehicle caused by the more flexible rotation of the first driving member 112 during high-speed driving.

[0067] During the slow driving of the electric vehicle, the second driving member 121 can drive the screw 122 to rotate through the first power unit 123, so that the actuator 125 moves a smaller distance in the direction of the second power unit 124, that is, the actuator 125 acts on the second power unit 124 with a smaller force. Therefore, the user only needs to apply a smaller force to the first driving member 112 so that the second power unit 124 can overcome the force applied by the actuator 125, thereby realizing the rotation of the first driving member 112. In other words, a smaller damping force is added to the first driving member 112 to improve the driving stability of the electric vehicle, and it can also meet the user's ability to easily maintain the stability of the electric vehicle by adjusting the first driving member 112 during low-speed driving.

[0068] In summary, the power transmission assembly 120 of the present application enables the user to add a set of variable damping forces in the process of adjusting the first driving member 112. The damping force can be adjusted according to the driving speed of the electric vehicle to improve the stability of the electric vehicle during driving.

[0069] In some possible implementations, see Figures 3 to 5 As shown, the first power unit 123 of the embodiment of the present application includes a first transmission member 1231 and a second transmission member 1232. The second driving member 121 is provided with a rotating shaft 1211. The first transmission member 1231 is arranged on the rotating shaft 1211. The second transmission member 1232 is arranged on the screw rod 122. The first transmission member 1231 and the second transmission member 1232 cooperate for transmission.

[0070] In some examples, the first transmission member 1231 and the second transmission member 1232 may be, but are not limited to, gears. The gear meshing transmission method has higher precision and higher reliability. Alternatively, the first transmission member 1231 and the second transmission member 1232 may also be a worm gear or worm mechanism for transmission, which is not limited in this application. The second drive member 121 may be, but is not limited to, a drive motor.

[0071] In the present embodiment of the application, the first transmission member 1231 and the second transmission member 1232 are both cylindrical gears. Figure 3 and Figure 5 As shown, the first transmission member 1231 can be sleeved on the rotating shaft 1211 of the second driving member 121. The second transmission member 1232 can be sleeved on the screw rod 122. It should be noted that the second transmission member 1232 and the screw rod 122 can rotate synchronously. When the second driving member 121 drives the first transmission member 1231 to rotate, the first transmission member 1231 and the second transmission member 1232 are engaged and transmitted, so that the screw rod 122 rotates synchronously. The rotation of the screw rod 122 can drive the actuator 125 to apply a force to the second transmission member 1232.

[0072] In some examples, the first transmission member 1231 and the second driving member 121 may be an integral structure. The second transmission member 1232 and the screw rod 122 may also be an integral structure.

[0073] In some examples, the first transmission member 1231 , the second transmission member 1232 , and the second driving member 121 may also be an integral component.

[0074] In other examples, a keyway may be provided on the screw rod 122. The power transmission assembly 120 may include a spline, and the second transmission member 1232 may be connected to the screw rod 122 via the spline. Figure 6 As shown, the screw rod 122 may also be provided with a special-shaped groove 122a, and a limiting convex portion may be provided on the inner wall of the second transmission member 1232. Part of the limiting convex portion may be located in the special-shaped groove 122a. The structure of the limiting convex portion matches that of the special-shaped groove 122a.

[0075] In some possible implementations, see Figures 3 to 5 As shown, the second power unit 124 of the embodiment of the present application includes a third transmission member 1241 and a fourth transmission member 1242. The third transmission member 1241 is arranged on the screw rod 122. Along the axial direction X of the screw rod 122, the third transmission member 1241 is arranged at intervals between the second transmission member 1232 and the actuator 125. The fourth transmission member 1242 is arranged on the first driving member 112. The third transmission member 1241 and the fourth transmission member 1242 cooperate for transmission.

[0076] In some examples, the third transmission member 1241 and the fourth transmission member 1242 may be, but are not limited to, gears. In the present embodiment, the third transmission member 1241 and the fourth transmission member 1242 are both cylindrical gears. Figure 3 As shown, the third transmission member 1241 can be sleeved on the screw rod 122, and the fourth transmission member 1242 can be sleeved on the first driving member 112. The actuator 125 can apply a force to the third transmission member 1241 under the action of the first power unit 123.

[0077] It should be noted that the third transmission member 1241 and the screw rod 122 can generate relative rotation. The fourth transmission member 1242 moves synchronously with the first driving member 112. When the user operates the first driving member 112 to rotate to drive the fourth transmission member 1242 to rotate, since the fourth transmission member 1242 and the third transmission member 1241 are meshed and transmitted, the third transmission member 1241 needs to overcome the force of the actuator 125 acting on the third transmission member 1241 to achieve meshed transmission with the fourth transmission member 1242.

[0078] It is understandable that the force of the actuator 125 acting on the third transmission member 1241 and the force of the third transmission member 1241 overcoming the actuator 125 are the damping force acting on the first driving member 112. In addition, the force of the actuator 125 acting on the third transmission member 1241 is related to the driving speed of the electric vehicle.

[0079] The steering stabilization device 100 of the embodiment of the present application can control the running speed of the second driving member 121 according to the riding speed of the electric vehicle. When the riding speed is faster, the running time of the second driving member 121 is longer, and the distance that the actuator 125 moves in the direction of the third transmission member 1241 is greater, and the force acting on the third transmission member 1241 is greater, that is, the damping force on the first driving member 112 is greater. When the riding speed slows down, the actuator 125 can move a distance away from the third transmission member 1241 to reduce the force on the third transmission member 1241, that is, the damping force on the first driving member 112 can be gradually reduced.

[0080] In some examples, it can be preset that when the speed of the electric vehicle is in a fixed interval, the force acting on the third transmission member 1241 by the second driving member 121 driving the actuator 125 is a constant value, that is, the damping force exerted on the first driving member 112 is a constant value.

[0081] In some possible implementations, see Figure 3 and Figure 5 As shown, the actuator 125 of the embodiment of the present application includes an adjusting nut 1251 and an elastic member 1252. Along the axial direction X of the screw rod 122, one end of the elastic member 1252 is connected to the adjusting nut 1251, and the other end is connected to the third transmission member 1241.

[0082] The screw 122 of the embodiment of the present application can drive the adjusting nut 1251 to move along the axial direction X of the screw 122. During the high-speed driving of the electric vehicle, the adjusting nut 1251 gradually moves toward the third transmission member 1241, and the adjusting nut 1251 can transmit the force to the third transmission member 1241 through the elastic member 1252. At this time, the elastic member 1252 can produce elastic deformation under pressure. During the deceleration of the electric vehicle, the adjusting nut 1251 gradually moves in the direction away from the third transmission member 1241, and the elastic member 1252 can release elastic potential energy. At this time, the force of the elastic member 1252 on the third transmission member 1241 is also reduced.

[0083] In some examples, one end of the screw rod 122 may be provided with an external thread. The internal thread of the adjusting nut 1251 matches the external thread of the screw rod 122. It should be noted that the adjusting nut 1251 itself does not rotate. When the screw rod 122 rotates, the nut can move along the axial direction X of the screw rod 122.

[0084] In some examples, the elastic member 1252 may be, but is not limited to, a spring, a disc spring, a wave spring, PU (Polyurethane) or a rubber member.

[0085] In some possible implementations, see Figure 3 and Figure 5 As shown, the power transmission assembly 120 of the embodiment of the present application includes a friction plate 126. Along the axial direction X of the screw rod 122, at least one side of the third transmission member 1241 is provided with a friction plate 126.

[0086] Along the axial direction X of the screw rod 122, a friction plate 126 may be provided between the actuator 125 and the third transmission member 1241. When the screw rod 122 rotates, the second transmission member 1232 and the friction plate 126 may rotate synchronously with the screw rod 122. The friction plate 126 may increase the relative motion resistance between the actuator 125 and the third transmission member 1241. Therefore, the adjusting nut 1251 may only have motion along the axial direction X of the screw rod 122.

[0087] Along the axial direction X of the screw rod 122, a friction plate 126 may be provided between the third transmission member 1241 and the second transmission member 1232. The friction plate 126 may increase the relative motion resistance between the third transmission member 1241 and the second transmission member 1232. Therefore, the third transmission member 1241 may only be subjected to the force applied by the adjustment nut 1251. During driving, the user needs to overcome the force applied by the adjustment nut 1251 to adjust the driving direction.

[0088] In some examples, along the axial direction X of the screw rod 122 , friction plates 126 may be disposed on both sides of the third transmission member 1241 . Exemplarily, two friction plates 126 may be disposed on each side of the third transmission member 1241 .

[0089] In some possible implementations, see Figures 3 to 5 As shown, the steering stabilization device 100 of the embodiment of the present application may further include a protective housing 130. The protective housing 130 has a receiving chamber 130a. The protective housing 130 is detachably connected to the head pipe 111. The second driving member 121 is disposed in the protective housing 130. The screw 122 is located in the receiving chamber 130a. The screw 122 is rotatably connected to the protective housing 130.

[0090] In some achievable embodiments, the protective shell 130 may include a first shell 131 and a second shell 132. The first shell 131 and the second shell 132 may be jointly arranged to form a receiving cavity 130a. An opening is provided on the head pipe 111. The opening may be connected to the receiving cavity 130a. The first shell 131 and the second shell 132 may be detachably connected.

[0091] See also Figure 4 and Figure 5 As shown, the first transmission member 1231, the second transmission member 1232 and the third transmission member 1241 may be located in the accommodating cavity 130a of the protective housing 130. The fourth transmission member 1242 may be located in the head pipe 111. Therefore, the head pipe 111 and the protective housing 130 of the embodiment of the present application can protect the part of the power transmission assembly 120 therein from being damaged by collision, and can also reduce the possibility of dust accumulation affecting the transmission effect of the power transmission assembly 120.

[0092] In some examples, the second driving member 121 may be disposed on a side of the first housing 131 facing away from the second housing 132. The axial direction X of the rotating shaft 1211 of the second driving member 121, the axial direction X of the screw 122, and the axial direction X of the steering shaft may be in the same direction. One end of the screw 122 is connected to the first housing 131 via a bearing 127. The other end of the screw 122 is connected to the second housing 132 via a bearing 127. Along the axial direction X of the screw 122, the second power unit 124 is located between the actuator 125 and the first power unit 123.

[0093] In some possible implementations, see Figure 7 As shown, the adjusting nut 1251 is provided with a first limiting portion 1251a. The inner wall of the protective housing 130 is provided with a guide portion 130b. The guide portion 130b constrains the adjusting nut 1251 to rotate around the axial direction X of the screw rod 122.

[0094] In some examples, the first limiting portion 1251a may be a recess. The recess may be recessed in the direction of the center of the adjusting nut 1251. The guide portion 130b may protrude from the inner wall of the first housing 131. The guide portion 130b may extend along the axial direction X of the screw rod 122. The guide portion 130b has a guiding function. When the screw rod 122 rotates in the adjusting nut 1251, the guide portion 130b may cause the adjusting nut 1251 to move only along the axial direction X.

[0095] In some examples, the first housing 131 may also be provided with a second limiting portion 130c. The second limiting portion 130c may prevent the adjusting nut 1251 from rotating around the axial direction X of the screw rod 122, thereby reducing the possibility that the self-rotation of the adjusting nut 1251 affects the force of the adjusting nut 1251 acting on the third transmission member 1241, thereby affecting the damping force received by the first driving member 112.

[0096] In some possible implementations, see Figure 5 and Figure 7 As shown, the power transmission assembly 120 of the embodiment of the present application further includes a bearing 127. The protective housing 130 is provided with a bearing chamber 130d on two bottom walls opposite to each other along the axial direction X. The bearing 127 is located in the bearing chamber 130d. The two ends of the screw 122 may be provided with bearings 127 respectively. The screw 122 is connected to the protective housing 130 through the bearing 127.

[0097] In some possible implementations, see Figure 5 As shown, the steering stabilizing device 100 may further include a contact switch 140. The contact switch 140 may be disposed on the inner wall of the protective housing 130. The contact switch 140 is in contact with the adjusting nut 1251.

[0098] In the initial state, the adjusting nut 1251 can be in contact with the contact switch 140. The stroke of each movement of the adjusting nut 1251 can be calculated based on the position in the initial state. Therefore, the stroke of the adjusting nut 1251 can be calculated through the absolute critical point, which is conducive to improving the accuracy of the movement distance of the adjusting nut 1251.

[0099] In some examples, the contact switch 140 may be disposed on a bottom wall of the second housing 132 .

[0100] The present application also provides an electric vehicle, which includes a handlebar, a front fork fixing assembly, and a steering stabilization device 100 of any of the above embodiments. Along the axial direction X of the first driving member 112, one end of the first driving member 112 is connected to the handlebar, and the other end can be connected to the front fork fixing assembly.

[0101] The user can operate the steering of the first driving member 112 through the handle to adjust the driving direction of the electric vehicle. The front fork fixing assembly can be used to connect the front wheel.

[0102] The embodiment of the present application also provides a control method of a steering stabilization device, which includes:

[0103] In the initial state, the electric vehicle travels at a speed of V0, the second drive member 121 is powered off, the actuator 125 does not work, the force exerted by the actuator 125 on the third transmission member 1241 is 0, and the damping force transmitted to the fourth transmission member 1242 and the first drive member 112 is 0.

[0104] When the actuator 125 is not working, the stroke of the adjusting nut 1251 is 0, and the force of the adjusting nut 1251 on the third transmission member 1241 is 0. Therefore, the damping force provided to the first driving member is 0.

[0105] When the speed of the electric vehicle increases to V1, the second drive member 121 starts, the actuator 125 slides to position X1 along the screw axial direction X in the direction of the third transmission member, the second drive member 121 is powered off, and the actuator 125 applies a force F1 to the third transmission member 1241, and the damping force F1 is transmitted to the fourth transmission member 1242 and the first drive member 112.

[0106] Among them, when the driving speed of the electric vehicle gradually increases to V1, the first power unit 123 can drive the screw 122 to rotate so that the adjusting nut 1251 slides to X1 in the direction of the third transmission member 1241, and the compression amount of the elastic member 1252 is L1. Therefore, the actuator 125 applies a force F1 to the third transmission member 1241, and the damping force transmitted to the fourth transmission member 1242 and the first drive member 112 is F1.

[0107] When the driving speed of the electric vehicle increases from V1 to V2, the second driving member 121 starts, and the actuator 125 continues to slide to position X2 along the axial direction X toward the third transmission member 1241. The second driving member 121 is powered off, and the actuator 125 applies a force F2 to the third transmission member 1241, and the damping force F2 is transmitted to the fourth transmission member 1242 and the first driving member 112.

[0108] Among them, when the driving speed of the electric vehicle increases from V1 to V2, the first power unit 123 drives the adjusting nut 1251 to continue sliding X2 in the direction of the third transmission member 1241, and the compression amount of the elastic member 1252 is L2. Therefore, the actuator 125 applies a force F2 to the third transmission member 1241, and the damping force transmitted to the fourth transmission member 1242 and the first driving member 112 is F2.

[0109] When the speed of the electric vehicle decreases from V2 to V1, the second driving member 121 starts, the actuator 125 slides to position X1 in the opposite direction of the axial direction X, the second driving member 121 is powered off, and the actuator 125 applies a force F1 to the third transmission member 1241, and the damping force F1 is transmitted to the fourth transmission member 1242 and the first driving member 112.

[0110] When the driving speed of the electric vehicle decreases from V2 to V1, the first power unit 123 can drive the adjusting nut 1251 to slide in the opposite direction along the axial direction X, that is, return to X1. Therefore, the force of the actuator 125 on the third transmission member 1241 is reduced to F1, and the damping force transmitted to the fourth transmission member 1242 and the first driving member 112 is F1.

[0111] It should be noted that V0<V1<V2, F1<F2, L1<L2, and the distance from the initial position of the adjustment nut 1251 to the position X1 is smaller than the distance from the initial position to the position X2.

[0112] In some achievable ways, the damping force may be a constant value within a speed range, or may also change in real time according to the change of speed, that is, when the electric vehicle is traveling at a faster speed, the damping force is larger, and when the electric vehicle is traveling at a slower speed, the damping force is smaller.

[0113] In some examples, when the electric vehicle travels at a speed between V1 and V2, the damping force F1 transmitted to the fourth transmission member 1242 and the first drive member 112 may be a constant value. When the electric vehicle travels at a speed exceeding V2, the damping force F2 transmitted to the fourth transmission member 1242 and the first drive member 112 may be a constant value. Wherein, F1<F2.

[0114] It should be noted here that the numerical values ​​and numerical ranges involved in this application are approximate values. Due to the influence of the manufacturing process, there may be a certain range of errors, which can be considered negligible by those skilled in the art.

[0115] In the description of the embodiments of the present application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present application can be understood according to specific circumstances.

[0116] In the description of the present application, it should be understood that the terms used, such as “center”, “length”, “width”, “thickness”, “top”, “bottom”, “up”, “down”, “left”, “right”, “front”, “back”, “vertical”, “horizontal”, “inside”, “outside”, “axial”, “circumferential”, etc., to indicate positions or positional relationships are based on the positions 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 position or component referred to must have a specific orientation, a specific structure and operation, and therefore should not be understood as a limitation on the present invention.

[0117] In the embodiments of the present application, the devices or elements referred to or implied must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the embodiments of the present application. In the description of the embodiments of the present application, the meaning of "multiple" is two or more, unless otherwise precisely and specifically specified.

[0118] The terms "first", "second", "third", "fourth", etc. (if any) in the description and claims of the embodiments of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example.

[0119] In addition, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus that includes a series of steps or elements is not necessarily limited to those steps or elements explicitly listed, but may include other steps or elements not explicitly listed or inherent to such process, method, product, or apparatus.

[0120] The term "plurality" in this article refers to two or more than two. The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the previous and next associated objects are in an "or" relationship; in a formula, the character " / " indicates that the previous and next associated objects are in a "division" relationship.

[0121] It should be understood that the various numerical numbers involved in the embodiments of the present application are only used for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0122] It can be understood that in the embodiments of the present application, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

Claims

1. A steering stabilization device, characterized in that: include: A head pipe assembly, comprising a head pipe and a first driving member, wherein the first driving member is disposed inside the head pipe; A power transmission assembly includes a second drive member, a screw, a first power unit, a second power unit and an actuator, wherein the second drive member drives the screw to rotate through the first power unit, the screw drives the actuator to move along the axial direction of the screw, the actuator is connected to the second power unit, and the first drive member drives the second power unit to rotate.

2. The steering stabilizer according to claim 1, characterized in that: The first power unit includes a first transmission member and a second transmission member. The second transmission member is provided with a rotating shaft. The first transmission member is arranged on the rotating shaft. The second transmission member is arranged on the screw rod. The first transmission member and the second transmission member cooperate for transmission.

3. The steering stabilizer according to claim 2, characterized in that: The second power unit includes a third transmission member and a fourth transmission member. The third transmission member is arranged on the screw rod. Along the axial direction, the third transmission member is located between the second transmission member and the actuator. The fourth transmission member is arranged on the first driving member. The third transmission member and the fourth transmission member cooperate for transmission.

4. The steering stabilizer according to claim 3, characterized in that: The actuator comprises an adjusting nut and an elastic member. Along the axial direction, one end of the elastic member is connected to the adjusting nut, and the other end is connected to the third transmission member.

5. The steering stabilizing device according to claim 4, characterized in that: The power transmission assembly comprises a friction plate, and the friction plate is disposed on at least one side of the third transmission member along the axial direction.

6. The steering stabilizing device according to claim 4, characterized in that: It comprises a protective shell, which is detachably connected to the head pipe, the second driving member is arranged on the protective shell, the protective shell has a receiving cavity, the screw is located in the receiving cavity, and the screw is rotatably connected to the protective shell.

7. The steering stabilizing device according to claim 6, characterized in that: The protective shell includes a first shell and a second shell, the first shell and the second shell are connected to form the accommodating cavity, the head pipe is provided with an opening, and the opening is communicated with the accommodating cavity.

8. The steering stabilizing device according to claim 6, characterized in that: The adjusting nut is provided with a first limiting portion, and the inner wall of the protective shell is provided with a guiding portion, and the guiding portion constrains the adjusting nut from rotating.

9. The steering stabilizing device according to claim 6, characterized in that: The power transmission assembly also includes a bearing. The protective housing is provided with a bearing chamber on two bottom walls opposite to each other along the axial direction. The bearing is located in the bearing chamber. The bearings are respectively provided at both ends of the screw. The screw is connected to the protective housing through the bearings.

10. The steering stabilizer according to claim 6, characterized in that: It also includes a contact switch, which is arranged on the inner wall of the protective shell and is in contact with the adjusting nut.

11. An electric vehicle, characterized in that: It comprises a handle, a front fork fixing assembly and the steering stabilizing device according to any one of claims 1 to 10, wherein one end of the first driving member is connected to the handle, and the other end is connected to the front fork fixing assembly.

12. A control method for a steering stabilization device, characterized in that: include: In the initial state, the electric vehicle travels at a speed of V0, the second drive member is powered off, the actuator does not work, the force applied by the actuator to the third transmission member is 0, and the damping force transmitted to the fourth transmission member and the first drive member is 0; When the speed of the electric vehicle increases to V1, the second driving member starts, the actuator slides along the axial direction of the screw toward the third transmission member to position X1, the second driving member is powered off, the actuator applies a force F1 to the third transmission member, and the damping force transmitted to the fourth transmission member and the first driving member is F1; When the running speed of the electric vehicle increases from V1 to V2, the second driving member is started, the actuator continues to slide along the axial direction toward the third transmission member to position X2, the second driving member is powered off, the actuator applies a force F2 to the third transmission member, and the damping force transmitted to the fourth transmission member and the first driving member is F2; When the speed of the electric vehicle decreases from V2 to V1, the second driving member is started, the actuator slides in the reverse direction of the axial direction to position X1, the second driving member is powered off, the actuator applies a force F1 to the third transmission member, and the damping force transmitted to the fourth transmission member and the first driving member is F1; Among them, V0<V1<V2, F1<F2.

13. The control method of the steering stabilizer according to claim 12, characterized in that: When the speed of the electric vehicle is within the range of V1 to V2, the damping force F1 is a constant value; When the running speed of the electric vehicle is greater than V2, the damping force F2 is a constant value.

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