Steering wheel system, transmission method thereof and vehicle

Abstract

The invention provides a steering wheel system and a transmission method thereof and a vehicle, the steering wheel system comprises a steering wheel, a steering column and a first transmission assembly, the steering wheel comprises a first shaft body, the steering column comprises a second shaft body, the first transmission assembly at least comprises a driving wheel and a driven wheel, and the driving wheel can directly or indirectly drive the driven wheel to rotate; the driving wheel is connected with the first shaft body, the driven wheel is connected with the second shaft body, the steering wheel can drive the driving wheel to rotate around the axis of the first shaft body, and the driven wheel can drive the second shaft body to rotate around the axis of the second shaft body under driving of the driving wheel. The steering wheel and the steering column are indirectly connected through the first transmission assembly, so that the installation positions of the steering wheel and the steering column have certain flexibility, for example, the steering wheel and the steering column can be eccentrically arranged, and the axis of the first shaft body and the axis of the second shaft body are not on the same extension line; therefore, the space used for installing the display screen above the steering column is increased, and large-screen display of a vehicle can be achieved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a steering wheel system, a transmission method thereof, and a vehicle. Background Art

[0002] A vehicle consists of a steering wheel, a steering column, and wheels. The steering column is connected to the steering wheel at one end and to the wheel at the other. The operator can control the steering wheel to rotate the steering column, thereby adjusting the wheel angle. Typically, the steering wheel is directly connected to the steering column, which limits the flexibility of their mounting positions and hinders the operator's driving experience. Furthermore, the steering column's mounting position limits the installation space and size of the instrument panel above, hindering the implementation of large-screen displays in the vehicle.

[0003] In view of this, how to improve the operator's driving experience and increase the installation space and size of the instrument panel are important issues that need to be urgently addressed in this field. Summary of the Invention

[0004] The present application provides a steering wheel system, a transmission method thereof, and a vehicle, which can improve the operator's driving experience and increase the installation space and size of the instrument panel.

[0005] A first aspect of the present application provides a steering wheel system, comprising a steering wheel, a steering column and a first transmission assembly, wherein the steering wheel comprises a first shaft, the steering column comprises a second shaft, and the first transmission assembly comprises at least a driving wheel and a driven wheel, wherein the driving wheel can directly or indirectly drive the driven wheel to rotate, the driving wheel is connected to the first shaft, and the driven wheel is connected to the second shaft, and the steering wheel can drive the driving wheel to rotate around the axis of the first shaft, and under the drive of the driving wheel, the driven wheel can drive the second shaft to rotate around the axis of the second shaft.

[0006] In the present application, the steering wheel and the steering column are indirectly connected through a first transmission assembly, so that the installation positions of the steering wheel and the steering column have a certain degree of flexibility. For example, the steering wheel and the steering column can be set eccentrically, and the axis of the first shaft and the axis of the second shaft are not on the same extension line, so as to increase the space above the steering column for installing the display screen, which is conducive to realizing large-screen display in the vehicle.

[0007] In one possible design, the first transmission assembly also includes an intermediate transmission assembly, which includes at least a second gear, a third gear and a first connecting shaft, and the driving wheel, the second gear, the third gear and the driven wheel are all bevel gears; the driving wheel is engaged with the second gear, and the driven wheel is engaged with the third gear. Along the axial direction of the first connecting shaft, the second gear and the third gear are respectively connected to both sides of the first connecting shaft, and the second gear is used to drive the third gear to rotate through the first connecting shaft.

[0008] In this application, the movement is transmitted between the driving wheel and the driven wheel through the second gear, the first connecting shaft and the third gear. During the assembly process of the steering wheel system, the distance between the first shaft body and the second shaft body can be flexibly adjusted by adjusting the length of the first connecting shaft, thereby further enhancing the flexibility of the setting position of the steering wheel.

[0009] In a possible design, the steering wheel system further includes a driving assembly. The third gear is slidably connected to the first connecting shaft. Along the axial direction of the first connecting shaft, the driving assembly can drive the first connecting shaft to move relative to the third gear; alternatively, the second gear is slidably connected to the first connecting shaft, and the driving assembly can drive the second gear to move relative to the first connecting shaft to adjust the distance between the second shaft body and the first shaft body in the axial direction of the first connecting shaft.

[0010] In this application, the position of the steering wheel can be adjusted by driving the movement of the second gear or the third gear, which is beneficial to improving the driving experience and is also beneficial to realizing the large-screen display of the vehicle and enhancing the entertainment of the vehicle.

[0011] In a possible design, one of the first connecting shaft and the second gear is provided with a convex portion, and the other is provided with a concave portion. When the second gear moves relative to the first connecting shaft, the convex portion can slide along the concave portion; alternatively, one of the first connecting shaft and the third gear is provided with a convex portion, and the other is provided with a concave portion. When the first connecting shaft moves relative to the third gear, the convex portion can slide along the concave portion; along the circumferential direction of the first connecting shaft, the side wall of the convex portion abuts against the side wall of the concave portion.

[0012] In this application, the cooperation between the convex portion and the concave portion limits the moving direction of the second gear or the third gear and improves the moving smoothness of the second gear or the third gear. At the same time, the convex portion extends along the axial direction of the first connecting shaft, reducing the risk of the convex portion disengaging from the chute, thereby reducing the risk of transmission failure between the second gear, the first connecting shaft and the third gear and improving the transmission reliability of the first transmission assembly.

[0013] In a possible design, the steering wheel system further includes a first housing. The driven wheel and the third gear are both installed in the first housing, and the first housing is installed on the steering column; the driving assembly includes a third motor and a second housing connected to the third motor; the steering wheel, the driving wheel and the driven wheel are all installed in the second housing, the first connecting shaft is installed in the first housing, and the second housing can move along the axial direction of the first connecting shaft under the action of the third motor to drive the steering wheel, the driving wheel and the second gear to move synchronously in the axial direction of the first connecting shaft; alternatively, the steering wheel, the driving wheel, the second gear and the first connecting shaft are all installed in the second housing, and the second housing can move along the axial direction of the first connecting shaft under the action of the third motor to drive the steering wheel, the driving wheel, the second gear and the first connecting shaft to move synchronously in the axial direction of the first connecting shaft.

[0014] In the present application, the movement of the second housing driven by the third motor drives the synchronous movement of the driving wheel and the second gear, reducing the risk that the driven wheel cannot rotate normally due to the separation of the driving wheel and the second gear during the movement of the steering wheel, and improving the transmission stability of the first transmission assembly. The movement of the second housing driven by the third motor drives the synchronous movement of the driving wheel, the second gear and the first connecting shaft, reducing the risk that the driven wheel cannot rotate normally due to the separation of the driving wheel and the second gear during the movement of the steering wheel, and improving the transmission stability of the first transmission assembly 3.

[0015] In a possible design, the steering wheel system further includes a second transmission assembly. The second transmission assembly at least includes a fourth gear and a first rack. The fourth gear is connected to the third motor, the first rack is connected to or integrally formed with the second housing, the fourth gear meshes with the first rack, and the third motor can drive the fourth gear to rotate to drive the first rack to move along the axial direction of the first connecting shaft.

[0016] In the present application, the third motor drives the movement of the second housing through a gear-rack matching structure, simplifying the structure of the second transmission assembly, which is beneficial to reducing the overall size of the second transmission assembly and the steering wheel system.

[0017] In a possible design, the steering wheel system further includes a second transmission assembly. The second transmission assembly at least includes a worm gear bar and a first worm. The first worm is fixedly connected to the third motor, the worm gear bar is fixedly connected to or integrally formed with the second housing, the first worm meshes with the worm gear bar, and the third motor can drive the first worm to rotate to drive the worm gear bar to move along the axial direction of the first connecting shaft.

[0018] In the present application, the helix angle of the first worm (equivalent to the inclination angle of the inclined plane) is smaller than the static friction angle between the contact surfaces of the first worm and the worm gear bar. When the worm gear bar is acted upon by other external forces (i.e., non-driving forces of the first worm) and attempts to move in the reverse direction, the frictional force between the first worm and the worm gear bar can limit the reverse movement of the worm gear bar, enabling the second transmission assembly to have a strong self-locking ability, thereby improving the stability of the steering wheel at a given position.

[0019] In a possible design, the steering wheel system further includes a second transmission assembly. The second transmission assembly at least includes a second worm, a worm wheel, a second connecting shaft, a fifth gear and a second rack. The second worm is connected to the third motor, the worm wheel meshes with the second worm, the worm wheel and the fifth gear are respectively connected to both ends of the second connecting shaft, the fifth gear meshes with the second rack, and the second rack is connected to or integrally formed with the second housing; the third motor can drive the second worm to rotate around its own axis. Under the drive of the second worm, the worm wheel can drive the fifth gear to rotate around the axis of the fifth gear through the second connecting shaft to drive the second rack to move along the axial direction of the first connecting shaft.

[0020] In the present application, the movement of the second housing is achieved through the combined cooperation of a worm gear - worm and a gear - rack, which can increase the flexibility of the installation position of the third motor while achieving self - locking.

[0021] In a possible design, the steering wheel system further includes a second transmission assembly. The second transmission assembly at least includes a lead screw and a lead screw nut. The lead screw is connected to the third motor. The lead screw nut is sleeved on the lead screw and meshes with the lead screw. The lead screw nut is connected to the second housing. The third motor can drive the lead screw to rotate to drive the lead screw nut to move axially along the first connecting shaft.

[0022] In the present application, the transmission between the lead screw and the lead screw nut has high precision, thereby improving the control precision of the movement of the steering wheel. At the same time, the cooperation between the lead screw and the lead screw nut has strong rigidity, which can extend the service life of the second transmission assembly.

[0023] In a possible design, one of the second housing and the first housing is provided with a chute extending axially along the first connecting shaft, and the other is provided with a sliding part. When the second housing moves axially along the first connecting shaft, the sliding part can move along the chute.

[0024] In the present application, the sliding of the sliding part along the side wall of the chute can improve the smoothness of the movement of the second housing.

[0025] In a possible design, the steering wheel system further includes a sensor and a controller. The controller is electrically connected or signal - connected to the sensor and the third motor respectively. The sensor is used to detect the position or movement distance of the second housing. When the sensor detects that the second housing moves to a preset position or a preset distance, the controller is used to control the third motor to stop working.

[0026] In the present application, the cooperative work of the sensor and the controller can reduce the risk that the movement distance of the steering wheel exceeds the preset range, thereby reducing the risk of damage to the steering wheel, the first transmission assembly, the steering column or the second transmission assembly.

[0027] In a possible design, the steering wheel system further includes a control button and a controller. The control button is directly or indirectly connected to the controller. The controller is electrically connected or signal - connected to the third motor. The control button is used to control the third motor to start or stop working through the controller.

[0028] In the present application, the setting of the control button can facilitate the operator to control the start or stop of the movement of the steering wheel.

[0029] In a possible design, both the driving wheel and the driven wheel are spur gears, and the driving wheel and the driven wheel are directly or indirectly meshed.

[0030] In this application, both the driving wheel and the driven wheel are spur gears and are meshed, which simplifies the structure of the first transmission assembly, thereby reducing the structural complexity of the steering wheel system and facilitating the reduction of the overall size of the steering wheel system.

[0031] In a possible design, the first transmission assembly further includes an intermediate transmission assembly. The intermediate transmission assembly at least includes a first gear, and the first gear is meshed with the driving wheel and the driven wheel respectively.

[0032] In this application, at least one first gear is provided between the driving wheel and the driven wheel, which can increase the distance between the driving wheel and the driven wheel, and can also further increase the flexibility of the installation positions of the driving wheel and the driven wheel, thereby further improving the flexibility of the installation positions of the steering wheel and the steering column.

[0033] In a possible design, both the driving wheel and the driven wheel are belt wheels. The first transmission assembly further includes a belt. Along the circumferences of the driving wheel and the driven wheel, the belt is wound around the outer sides of the driving wheel and the driven wheel, and the driving wheel is used to drive the driven wheel to rotate through the belt.

[0034] In this application, the motion is transmitted between the driving wheel and the driven wheel through the belt. During the assembly process of the steering wheel system, the distance between the first shaft body and the second shaft body can be adjusted by replacing the length of the belt according to actual requirements, thereby further improving the flexibility of the installation position of the steering wheel.

[0035] In a possible design, the driving wheel is provided with a plurality of first tooth portions, the belt is provided with a plurality of third tooth portions, and at least part of the third tooth portions are located in the gaps between adjacent first tooth portions and are in contact with the side walls of the first tooth portions to make the driving wheel and the belt meshed; the driven wheel is provided with a plurality of second tooth portions, the belt is provided with a plurality of third tooth portions, and at least part of the third tooth portions are located in the gaps between adjacent second tooth portions and are in contact with the side walls of the second tooth portions to make the driven wheel and the belt meshed.

[0036] In this application, the motion is transmitted between the driving wheel and the belt, and between the driven wheel and the belt through the meshed first tooth portions, third tooth portions and second tooth portions, reducing the risk that the driving wheel cannot drive the belt to move and the belt cannot drive the driven wheel to move, thereby improving the reliability of the motion transmission between the driving wheel and the belt, and between the driven wheel and the belt.

[0037] In a possible design, the first transmission assembly further includes a tensioning wheel. The tensioning wheel is in contact with the belt, and the tensioning wheel is used to tension the belt.

[0038] In the present application, the tensioning wheel is used to tension the belt, reducing the risk that the driving wheel cannot drive the driven wheel to rotate due to belt loosening. At the same time, the tensioning of the belt by the tensioning wheel is also beneficial to increasing the friction between the belt and the driving wheel and between the belt and the driven wheel, thereby improving the transmission stability and reliability of the first transmission assembly.

[0039] In a possible design, the steering wheel system further includes a first motor, which is directly or indirectly connected to the tensioning wheel. In a plane perpendicular to the axes of the driving wheel and the driven wheel, the first motor is used to drive the tensioning wheel to move in a direction closer to or away from the driving wheel and the driven wheel. During the process of the tensioning wheel moving away from the driving wheel and the driven wheel, the tensioning wheel is used to drive the driving wheel to move in a direction closer to the driven wheel through the belt.

[0040] In the present application, adjusting the position of the steering wheel by driving the movement of the driving wheel and the tensioning wheel can be beneficial to improving the driving experience and is also conducive to realizing the large-screen display of the vehicle and enhancing the entertainment of the vehicle.

[0041] The second aspect of the present application provides a vehicle, including the steering wheel system described in any one of the above. The second shaft body of the steering column is connected to the vehicle wheels and is used to drive the wheels to rotate.

[0042] In the present application, the steering wheel and the steering column are indirectly connected through the first transmission assembly, making the installation positions of the steering wheel and the steering column have a certain degree of flexibility. For example, the steering wheel and the steering column can be eccentrically arranged, and the axes of the first shaft body and the second shaft body are not on the same extension line, so as to increase the space above the steering column for installing the display screen, which is beneficial to realizing the large-screen display of the vehicle.

[0043] In a possible design, the vehicle further includes an instrument panel, and the instrument panel and the steering column are distributed along the height direction of the vehicle.

[0044] In the present application, the display screen is used to display vehicle information, so that the operator can timely adjust the fuel, electricity, vehicle speed, temperature, etc. of the vehicle.

[0045] In a possible design, the steering wheel system includes a controller and a third motor, the controller is electrically connected or signal-connected to the third motor. Along the distribution direction of the first shaft body and the second shaft body, the third motor is used to drive the steering wheel to move in a direction closer to or away from the steering column; the vehicle further includes a detection system and a central control system, both the central control system and the detection system are electrically connected or signal-connected to the controller. The detection system is used to detect the vehicle speed and gear position of the vehicle. When the detection system detects that the vehicle speed is greater than zero and / or the gear position of the vehicle is a non-parking gear position, the central control system is further used to lock the third motor in a non-operating state through the controller. When the detection system detects that the vehicle speed is zero and the gear position of the vehicle is a parking gear position, the central control system is used to unlock the third motor through the controller.

[0046] In this application, by detecting the vehicle speed and gear of the vehicle through the detection system to control the locking or unlocking of the third motor, the risk of the steering wheel moving during vehicle driving can be reduced, thereby improving the safety during vehicle driving.

[0047] The third aspect of this application provides a transmission method for a steering wheel system. The steering wheel system includes a steering column, a steering wheel, and a first transmission component. The steering column includes a second shaft body, the steering wheel includes a first shaft body, and the first transmission component includes at least a driving wheel and a driven wheel. The transmission method of the steering wheel system includes: driving the steering wheel to rotate around the axis of the first shaft body; the first shaft body drives the driving wheel to rotate around the axis of the first shaft body; the driving wheel drives the driven wheel to rotate around the axis of the second shaft body; the driven wheel drives the second shaft body to rotate around its own axis, and the second shaft body is used to drive the vehicle wheels to rotate.

[0048] In this application, the steering wheel and the steering column are indirectly connected through the first transmission component, so that the installation positions of the steering wheel and the steering column have a certain degree of flexibility. For example, the steering wheel and the steering column can be eccentrically arranged, and the axes of the first shaft body and the second shaft body are not on the same extension line, so as to increase the space above the steering column for installing the display screen, which is beneficial to realizing the large-screen display of the vehicle.

[0049] In a possible design, the first transmission component further includes a second gear meshing with the driving wheel, a third gear meshing with the driven wheel, and a first connecting shaft. The driving wheel, the driven wheel, the second gear, and the third gear are all bevel gears; the process of the driving wheel driving the driven wheel to rotate around the axis of the second shaft body includes: the driving wheel drives the second gear to rotate around the axis of the first connecting shaft; the second gear drives the first connecting shaft to rotate around its own axis; the first connecting shaft drives the third gear to rotate around its own axis; the third gear drives the driven wheel to rotate around the axis of the second shaft body.

[0050] In this application, the movement is transmitted between the driving wheel and the driven wheel through the second gear, the first connecting shaft, and the third gear. During the assembly process of the steering wheel system, the distance between the first shaft body and the second shaft body can be flexibly adjusted by adjusting the length of the first connecting shaft, thereby further improving the flexibility of the setting position of the steering wheel.

[0051] In a possible design, the transmission method of the steering wheel system further includes: along the axial direction of the first connecting shaft, the driving component drives the driving wheel and the second gear to move relative to the first connecting shaft in a direction approaching or away from the second shaft body; or, along the axial direction of the first connecting shaft, the driving component drives the driving wheel, the second gear, and the first connecting shaft to move relative to the third gear in a direction approaching or away from the second shaft body.

[0052] In the present application, the adjustment of the steering wheel position can be achieved by driving the movement of the second gear or the third gear, which is beneficial to improving the driving experience and also conducive to realizing the large-screen display of the vehicle and enhancing the entertainment of the vehicle.

[0053] In a possible design, the process of the driving component driving the driving wheel and the second gear to move relative to the first connecting shaft in a direction approaching or departing from the second shaft body includes: the third motor drives the second housing to move axially along the first connecting shaft; the second housing drives the second gear, the driving wheel and the steering wheel to move; the process of the driving component driving the driving wheel, the second gear and the first connecting shaft to move relative to the third gear in a direction approaching or departing from the second shaft body includes: the third motor drives the second housing to move axially along the first connecting shaft; the second housing drives the first connecting shaft, the second gear, the driving wheel and the steering wheel to move.

[0054] In the present application, the third motor drives the movement of the second housing to drive the driving wheel and the second gear to move synchronously, reducing the risk that the driven wheel cannot rotate normally due to the separation of the driving wheel and the second gear during the movement of the steering wheel, and improving the transmission stability of the first transmission component. The third motor drives the movement of the second housing to drive the driving wheel, the second gear and the first connecting shaft to move synchronously, reducing the risk that the driven wheel cannot rotate normally due to the separation of the driving wheel and the second gear during the movement of the steering wheel, and improving the transmission stability of the first transmission component 3.

[0055] In a possible design, the steering wheel system further includes an engaged fourth gear and a first rack. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: the third motor drives the fourth gear to rotate around its own axis; the fourth gear drives the first rack to move axially along the first connecting shaft; the first rack drives the second housing to move.

[0056] In the present application, the third motor drives the movement of the second housing through a gear-rack matching structure, simplifying the structure of the second transmission component, which is beneficial to reducing the overall size of the second transmission component and the steering wheel system.

[0057] In a possible design, the steering wheel system further includes an engaged worm gear bar and a first worm. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: the third motor drives the first worm to rotate around the axis of the first worm; the first worm drives the worm gear bar to move axially along the first connecting shaft; the worm gear bar drives the second housing to move.

[0058] In the present application, the helix angle of the first worm (equivalent to the inclination angle of the inclined plane) is smaller than the static friction angle between the first worm and the contact surface of the worm gear bar. When the worm gear bar is acted upon by other external forces (i.e., the driving force other than the first worm) and attempts to move in the reverse direction, the frictional force between the first worm and the worm gear bar can restrict the reverse movement of the worm gear bar, enabling the second transmission component to have a strong self-locking ability, thereby enhancing the stability of the steering wheel at a given position.

[0059] In a possible design, the steering wheel system further includes a meshing second worm and worm gear and a meshing fifth gear and second rack. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: the third motor driving the second worm to rotate around the axis of the second worm; the second worm driving the worm gear to rotate around the axis of the worm gear; the worm gear driving the fifth gear to rotate around the axis of the fifth gear through the second connecting shaft; the fifth gear driving the second rack to move axially along the first connecting shaft; and the second rack driving the second housing to move.

[0060] In the present application, the movement of the second housing is achieved through the combined cooperation of the worm-worm gear and the gear-rack, which can increase the flexibility of the installation position of the third motor while achieving self-locking.

[0061] In a possible design, the steering wheel system further includes a meshing lead screw and lead screw nut. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: the third motor driving the lead screw to rotate around the axis of the lead screw; the lead screw driving the lead screw nut to move axially along the first connecting shaft; and the lead screw nut driving the second housing to move.

[0062] In the present application, the transmission of the lead screw and the lead screw nut has high precision, thereby improving the control precision of the movement of the steering wheel. At the same time, the cooperation of the lead screw and the lead screw nut has strong stiffness, which can extend the service life of the second transmission component.

[0063] In a possible design, the steering wheel system further includes a first gear that meshes with the driving wheel and the driven wheel respectively. The driving wheel, the driven wheel, and the first gear are all spur gears. The process of the driving wheel driving the driven wheel to rotate around the axis of the second shaft body includes: the driving wheel driving the first gear to rotate around the axis of the first gear; and the first gear driving the driven wheel to rotate around the axis of the second shaft body.

[0064] In the present application, at least one first gear is provided between the driving wheel and the driven wheel, which can increase the distance between the driving wheel and the driven wheel, and can also further increase the flexibility of the installation positions of the driving wheel and the driven wheel, thereby further enhancing the flexibility of the installation positions of the steering wheel and the steering column.

[0065] In a possible design, both the driving wheel and the driven wheel are belt wheels. The first transmission assembly further includes a belt. The process of the driving wheel driving the driven wheel to rotate around the axis of the second shaft body includes: the driving wheel driving the belt to move along the circumferential direction of the belt; the belt driving the driven wheel to rotate around the axis of the second shaft body.

[0066] In the present application, the movement is transmitted between the driving wheel and the driven wheel through a belt. During the assembly of the steering wheel system, the distance between the first shaft body and the second shaft body can be adjusted by changing the length of the belt according to actual needs, thereby further improving the flexibility of the setting position of the steering wheel.

[0067] In a possible design, the first transmission assembly further includes a tensioning wheel and a first motor. The transmission method of the steering wheel system includes: in a plane perpendicular to the axes of the driving wheel and the driven wheel, the first motor drives the tensioning wheel to move away from the driving wheel and the driven wheel; driven by the tensioning wheel, the belt drives the driving wheel to move towards the driven wheel; the driving wheel drives the steering wheel to move.

[0068] In the present application, the position of the steering wheel is adjusted by driving the movement of the driving wheel and the tensioning wheel, which is beneficial to improving the driving experience and also beneficial to realizing the large-screen display of the vehicle and enhancing the entertainment of the vehicle. Description of the Drawings

[0069] Figure 1 It is a schematic structural diagram of the vehicle in one embodiment;

[0070] Figure 2 It is a schematic structural diagram of the steering wheel system in one embodiment;

[0071] Figure 3 It is a schematic diagram of the distribution position of some structures inside the vehicle;

[0072] Figure 4 It is a schematic diagram of a partial structure of the steering wheel system provided by the present application in one embodiment;

[0073] Figure 5 It is a schematic diagram of a partial structure of the first transmission assembly provided by the present application in one embodiment;

[0074] Figure 6 It is a schematic diagram of a partial structure of the first transmission assembly provided by the present application in another embodiment;

[0075] Figure 7 It is a schematic diagram of a partial structure of the first transmission assembly provided by the present application in yet another embodiment;

[0076] Figure 8 It is a schematic diagram of a partial structure of the first transmission assembly provided by the present application in yet another embodiment;

[0077] Figure 9 Schematic diagram of the movement direction of the first transmission component during the process of moving the steering wheel, wherein the steering wheel moves towards the steering column;

[0078] Figure 10 Schematic diagram of the movement direction of the first transmission component during the process of moving the steering wheel, wherein the steering wheel moves away from the steering column;

[0079] Figure 11 Schematic diagram of the structure of the steering wheel system provided by the present application when in the driving mode;

[0080] Figure 12 Schematic diagram of the structure of the steering wheel system provided by the present application when in the entertainment mode;

[0081] Figure 13 Partial structure schematic diagram of the steering wheel system provided by the present application in another embodiment;

[0082] Figure 14 For Figure 13 Cross-sectional view of the connection position between the second gear and the first connecting shaft in one embodiment of

[0083] Figure 15 For Figure 13 Cross-sectional view of the connection position between the second gear and the first connecting shaft in another embodiment of

[0084] Figure 16 Partial structure schematic diagram of the steering wheel system provided by the present application in yet another embodiment, wherein the second gear is slidably connected to the first connecting shaft;

[0085] Figure 17 Partial structure schematic diagram of the steering wheel system provided by the present application in yet another embodiment, wherein the third gear is slidably connected to the first connecting shaft;

[0086] Figure 18 For Figure 16 Partial structure schematic diagram of the connection position between the second gear and the first connecting shaft in

[0087] Figure 19 Partial structure schematic diagram of the steering wheel system provided by the present application in one embodiment;

[0088] Figure 20 Partial structure schematic diagram of the steering wheel system provided by the present application in one embodiment;

[0089] Figure 21 Partial structure schematic diagram of the steering wheel system provided by the present application in another embodiment;

[0090] Figure 22 Schematic diagram of the partial structure of the steering wheel system provided in this application in another embodiment;

[0091] Figure 23 Cross-sectional view of the connection position between the first housing and the second housing;

[0092] Figure 24 Schematic diagram of the connection structure of the second transmission component in one embodiment;

[0093] Figure 25 Cross-sectional view of the connection structure of the second transmission component in another embodiment;

[0094] Figure 26 Schematic diagram of the connection structure of the second transmission component in yet another embodiment;

[0095] Figure 27 Schematic diagram of the connection structure of the second transmission component in yet another embodiment;

[0096] Figure 28 Schematic diagram of the partial structure of the steering wheel system provided in this application in yet another embodiment.

[0097] Reference numerals:

[0098] 01 - vehicle frame;

[0099] 02 - wheel;

[0100] 03 - steering wheel system;

[0101] 04 - display screen;

[0102] 04 - eye;

[0103] 1 - steering wheel;

[0104] 11 - first shaft body;

[0105] 2 - steering column;

[0106] 21 - second shaft body;

[0107] 3 - first transmission component;

[0108] 31 - driving wheel;

[0109] 311 - first tooth part;

[0110] 32 - driven wheel;

[0111] 321 - second tooth part;

[0112] 33 - intermediate transmission component;

[0113] 331 - First gear;

[0114] 332 - Belt;

[0115] 332A - Third tooth part;

[0116] 333 - Tension pulley;

[0117] 334 - Second gear;

[0118] 334A - Concave part;

[0119] 335 - First connecting shaft;

[0120] 335A - Protruding part;

[0121] 336 - Third gear;

[0122] 34 - Third motor;

[0123] 35 - Second housing;

[0124] 351 - Sliding part;

[0125] 4 - Second transmission component;

[0126] 41 - Fourth gear;

[0127] 42 - First rack;

[0128] 43 - First worm;

[0129] 44 - Worm rack;

[0130] 45 - Second worm;

[0131] 46 - Worm gear;

[0132] 47 - Fifth gear;

[0133] 48 - Second rack;

[0134] 49 - Second connecting shaft;

[0135] 4A - Lead screw;

[0136] 4B - Lead screw nut;

[0137] 5 - First housing;

[0138] 51 - Slide groove;

[0139] 6 - Sensor;

[0140] 7 - Controller. Detailed implementation manner

[0141] To better understand the technical solutions of this specification, the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0142] It should be clear that the described embodiments are only a part of the embodiments of this specification, rather than all of them. Based on the embodiments in this specification, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope protected by this specification.

[0143] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit this specification. The singular forms "a", "the" and "said" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0144] The first aspect of the embodiments of the present application provides a vehicle. Figure 1 It is a schematic structural diagram of the vehicle, as Figure 1 shown. The vehicle includes a frame 01 and wheels 02 mounted on the frame 01. Among them, the number of wheels 02 can be one, two or four, and the specific number of wheels in the embodiments of the present application is not particularly limited. Figure 1 In the present embodiment, four wheels are used for illustration. In addition, the vehicle also includes a steering wheel system 03 as Figure 2 shown. The steering wheel system 03 includes a steering wheel 1 and a steering column 2. The steering wheel 1 can drive the Figure 1 wheels 02 in it to rotate through the steering column 2, so as to adjust the driving direction of the vehicle.

[0145] Figure 3 It is a schematic diagram of the distribution position of some internal structures of the vehicle, as Figure 3 shown. Usually, the steering wheel 1 is directly connected to the steering column 2, that is, the steering wheel 1 and the steering column 2 are coaxially arranged. At the same time, the vehicle also includes a display screen 04, and the display screen 04 is used to display vehicle information, so that the operator can adjust the fuel, electricity, vehicle speed, temperature, etc. of the vehicle in time. In order to facilitate the operator's eyes 05 to see the display content on the display screen 04, along the height direction Z of the vehicle, the display screen 04 needs to be arranged above the steering column 1. In order to reduce the occlusion of the display screen 04 by the steering wheel 1, the installation space of the display screen 04 needs to be compressed, so that the size of the display screen 04 is small, which is not conducive to realizing the large-screen display of the vehicle.

[0146] Therefore, the second aspect of the embodiments of the present application provides a steering wheel system. Figure 4 It is a partial structural schematic diagram of the steering wheel system provided by the present application, as Figure 4As shown in the figure, the steering wheel system includes a first transmission assembly 3. The first transmission assembly 3 includes at least a driving wheel 31 and a driven wheel 32. The driving wheel 31 is connected to the first shaft body 11 of the steering wheel 1, and the driven wheel 32 is connected to the second shaft body 21 of the steering column 2. When the operator turns the steering wheel 1, the first shaft body 11 of the steering wheel 1 will drive the driving wheel 31 to rotate around the axis of the first shaft body 11. The driving wheel 31 directly or indirectly drives the driven wheel 32 to rotate. The second shaft body 21 is driven by the driven wheel 32 to rotate around the axis of the second shaft body 21. The second shaft body 21 then drives Figure 1 the wheel 02 in

[0147] through transmission mechanisms such as gears and worm gears, so as to realize the adjustment of the driving direction of the vehicle.

[0148] In this embodiment, the steering wheel 1 and the steering column 2 are indirectly connected through the first transmission assembly 2, so that the installation positions of the steering wheel 1 and the steering column 2 have a certain degree of flexibility. For example, the steering wheel 1 and the steering column 2 can be eccentrically arranged, that is, as Figure 4 shown, the axes of the first shaft body 11 and the second shaft body 21 are not on the same extension line, so as to increase the space above the steering column 2 for installing the display screen, which is beneficial to realizing the large-screen display of the vehicle.

[0149] Specifically, in a possible design, the axes of the first shaft body 11 and the second shaft body 21 are on the same extension line, so that the first shaft body 11 and the second shaft body 21 are coaxially arranged, that is, the steering wheel 1 and the steering column 2 are coaxially arranged. In another possible design, the distance between the axes of the first shaft body 11 and the second shaft body 21 is greater than 0, that is, the steering wheel 1 and the steering column 2 are eccentrically arranged.

[0150] As Figure 4As shown, when the steering wheel 1 is eccentrically arranged with respect to the steering column 2, compared with the existing steering wheel rotating around the axis of the steering column, the steering wheel 1 in the embodiment of the present application can rotate around the axis of the first shaft body 11, that is, the steering wheel can rotate around its own axis, so that the steering wheel 1 does not move during the rotation process, thereby making the rotation trajectory of the steering wheel smaller, and the operation range of the operator does not need to be too large, which can improve the operation experience of the operator. At the same time, an airbag is provided on the vehicle. Usually, the airbag pops out from the middle of the steering wheel. When the steering wheel only rotates around its own axis, there is no possibility that the steering wheel moves to block the popping trajectory of the airbag, so that the airbag provided in the steering wheel 1 can pop out normally, thereby improving the reliability of the airbag and also being beneficial to improving the driving safety of the vehicle.

[0151] Specifically, the driving wheel 31 and the driven wheel 32 can be directly connected or indirectly connected through an intermediate transmission assembly.

[0152] When the driving wheel 31 and the driven wheel 32 are directly connected, as Figure 4 shown, the driving wheel 31 and the driven wheel 32 can be meshing spur gears, and the rotation is transmitted between the driving wheel 31 and the driven wheel 32 through the meshing teeth. Both the driving wheel 31 and the driven wheel 32 are spur gears and are meshed, which simplifies the structure of the first transmission assembly 3, thereby reducing the structural complexity of the steering wheel system and being beneficial to reducing the overall size of the steering wheel system.

[0153] On the basis that both the driving wheel and the driven wheel are spur gears, the driving wheel and the driven wheel can also be indirectly connected. Figure 5 This is a partial structural schematic diagram of the first transmission assembly provided by the present application. As Figure 5 shown, the first transmission assembly 3 further includes an intermediate transmission assembly 33, and the intermediate transmission assembly 33 includes at least a first gear 331. Figure 5 Taking one first gear 331 as an example, the first gear 331 is a spur gear, and both sides of the first gear 331 are meshed with the driving wheel 31 and the driven wheel 32 respectively. As Figure 5 shown, taking the first shaft body 11 of the steering wheel 1 driving the driving wheel 31 to rotate counterclockwise as an example, the first gear 331 rotates clockwise around the axis of the first gear 331 under the drive of the driving wheel 31. At the same time, the driven wheel 32 rotates counterclockwise around the axis of the second shaft body 21 under the drive of the first gear 331. In this embodiment, at least one first gear 331 is provided between the driving wheel 31 and the driven wheel 32, which can increase the distance between the driving wheel 31 and the driven wheel 32, and can also further increase the flexibility of the installation positions of the driving wheel 31 and the driven wheel 32, and further improve the flexibility of the installation positions of the steering wheel 1 and the steering column 2.

[0154] When the driving wheel 31 and the driven wheel 32 are indirectly connected, Figure 6This is a partial structural schematic diagram of the first transmission component provided by this application. As Figure 6 shown, both the driving wheel 31 and the driven wheel 32 are belt wheels. The first transmission component 3 further includes an intermediate transmission component 33. The intermediate transmission component 33 at least includes a belt 332. Along the circumferences of the driving wheel 31 and the driven wheel 32, the annular belt 332 is sleeved on the outer sides of the driving wheel 31 and the driven wheel 32. As Figure 6 shown, taking the example that the first shaft body 11 of the steering wheel 1 drives the driving wheel 31 to rotate counterclockwise, the belt 332 moves counterclockwise along the circumference of the driving wheel 31 under the drive of the driving wheel 31. At the same time, the belt 332 can drive the driven wheel 32 to rotate counterclockwise around the axis of the second shaft body 21. In this embodiment, the movement is transmitted between the driving wheel 31 and the driven wheel 32 through the belt 332. During the assembly process of the steering wheel system, the distance between the first shaft body 11 and the second shaft body 21 can be adjusted by replacing the length of the belt 332 according to actual requirements, thereby further improving the flexibility of the setting position of the steering wheel 1.

[0155] In a possible design, the movement transmission between the driving wheel 31 and the belt 332 is achieved through friction, and the movement transmission between the driven wheel 32 and the belt 332 is achieved through friction. Referring to Figure 6 , when the driving wheel 31 rotates counterclockwise, under the action of the friction between the driving wheel 31 and the belt 332, the belt 332 moves synchronously in the same direction as the driving wheel 31. At the same time, under the action of the friction between the belt 332 and the driven wheel 32, the driven wheel 32 rotates counterclockwise. In this embodiment, the movement transmission between the driving wheel 31 and the belt 332, and between the driven wheel 32 and the belt 332 is achieved through friction, which simplifies the structural forms of the driving wheel 31, the driven wheel 32, and the belt 332, thereby reducing the cost of the first transmission component 3 and the steering wheel system.

[0156] In another possible design, the movement transmission between the driving wheel 31 and the belt 332, and the movement transmission between the driven wheel 32 and the belt 332 are achieved through meshing teeth. Figure 7 This is a partial structural schematic diagram of the first transmission component provided by this application. As Figure 7As shown in the figure, a plurality of first tooth portions 311 are arranged on the outer side wall of the driving wheel 31 at intervals along its circumferential direction. A plurality of second tooth portions 321 are arranged on the outer side wall of the driven wheel 32 at intervals along its circumferential direction. A plurality of third tooth portions 332A are arranged on the inner side wall of the belt 332 at intervals along its circumferential direction. At the position where the belt 332 contacts the driving wheel 31, at least a part of the third tooth portion 332A is located in the gap between adjacent first tooth portions 311 and abuts against the side wall of the first tooth portion 311, so that the driving wheel 31 and the belt 332 are engaged. At the position where the belt 332 contacts the driven wheel 32, at least a part of the third tooth portion 332A is located in the gap between adjacent second tooth portions 321 and abuts against the side wall of the second tooth portion 321, so that the driven wheel 32 and the belt 332 are engaged. In this embodiment, the transmission of motion between the driving wheel 31 and the belt 332, and between the driven wheel 32 and the belt 332 is realized through the engaged first tooth portion 311, third tooth portion 332A and second tooth portion 321, reducing the risk that the driving wheel 31 cannot drive the belt 332 to move and the belt 332 cannot drive the driven wheel 32 to move, thereby improving the reliability of the motion transmission between the driving wheel 31 and the belt 332, and between the driven wheel 32 and the belt 332.

[0157] Figure 8 It is a partial structural schematic diagram of the first transmission assembly provided by the present application. When the driving wheel indirectly drives the driven wheel to rotate through the belt, as Figure 8 shown, the intermediate transmission assembly 33 may further include a tensioning wheel 333. The tensioning wheel 333 is located inside the belt 332 and abuts against the side wall of the belt 332. The driving wheel 31, the driven wheel 32 and the tensioning wheel 333 are distributed in a triangle. The tensioning wheel 333 is used to tension the belt 332, reducing the risk that the belt 332 is loose and the driving wheel 31 cannot drive the driven wheel 32 to rotate. At the same time, the tensioning wheel 333 tensioning the belt 332 is also beneficial to increasing the friction between the belt and the driving wheel 31, and between the belt 332 and the driven wheel 32, thereby improving the transmission stability and reliability of the first transmission assembly 3.

[0158] In a possible design, Figure 8 the driving wheel 31, the driven wheel 32 and the tensioning wheel 333 in

[0159] can only rotate around their own axes and cannot move in the direction perpendicular to their own axes. Figure 8 In another possible design, Figure 8 the driven wheel 32 in Figure 4 can only rotate around its own axis and cannot move in the direction perpendicular to its own axis, Figure 9 and Figure 10Schematic diagram of the movement direction of the first transmission component during the movement of the steering wheel Figure 9 and Figure 10 The dotted lines in it indicate the positions and shapes of the driving wheel 31, the belt 332, and the tensioning wheel 333 after movement. In Figure 9 , the steering wheel moves towards the steering column, and in Figure 10 , the steering wheel moves away from the steering column.

[0160] Figure 11 Schematic diagram of the structure of the steering wheel system in the driving mode Figure 12 Schematic diagram of the structure of the steering wheel system in the entertainment mode. As Figure 9 shown, during the process of the steering wheel moving towards the steering column, the tensioning wheel 333 is directly or indirectly driven by a first motor (not marked in the figure) to move away from the driving wheel 31 and the driven wheel 32. While the tensioning wheel 333 moves, it drives the belt 332 to move, causing the shape of the figure formed by the belt 332 to deform. At the same time, the driving wheel 31 is driven by the belt 332 to move towards the driven wheel 32, so that the steering wheel system is switched from the Figure 11 shown driving mode to the Figure 12 shown entertainment mode, increasing the area of the instrument panel 03 visible to the operator's eyes 04, increasing the display content of the instrument panel, and enabling the vehicle to have a large-screen display function. As Figure 10 shown, during the process of the steering wheel moving away from the steering column, the driving wheel 31 is directly or indirectly driven by a second motor (not marked in the figure) to move away from the driven wheel 32. While the driving wheel 31 moves, it drives the belt 332 to move, causing the shape of the figure formed by the belt 332 to deform. At the same time, the tensioning wheel 333 is driven by the belt 332 or the first motor (not marked in the figure) to move towards the driving wheel 31 and the driven wheel 32, so that the steering wheel system is switched from the Figure 12 shown entertainment mode to the Figure 11 shown driving mode, so that the operator can hold the steering wheel in a proper position, thereby improving the operator's driving experience.

[0161] In this embodiment, by driving the movement of the driving wheel 31 and the tensioning wheel 333 to adjust the position of the steering wheel, it is beneficial to improve the driving experience and also beneficial to achieve the large-screen display of the vehicle and enhance the entertainment of the vehicle.

[0162] When the driving wheel and the driven wheel are indirectly connected through an intermediate transmission component, Figure 13 is a partial structural schematic diagram of the steering wheel system provided by this application. As Figure 13As shown, the intermediate drive assembly 33 includes at least a second gear 334, a first connecting shaft 335, and a third gear 336. The driving wheel 31, the second gear 334, the third gear 336, and the driven wheel 32 are all bevel gears. Along the distribution direction of the first shaft body 11 and the second shaft body 21, for example, along the axial direction of the first connecting shaft 335, the second gear 334 and the third gear 336 are respectively connected to both sides of the first connecting shaft 335. The second gear 334 meshes with the driving wheel 31, and the third gear 336 meshes with the driven wheel 32. During the process of turning the steering wheel 1, the first shaft body 11 of the steering wheel 1 drives the driving wheel 31 to rotate around the axis of the first shaft body 11. The driving wheel 32 drives the second gear 334 to rotate around the axis of the first connecting shaft 335 through the meshing teeth. The second gear 334 drives the first connecting shaft 335 to rotate around the axis of the first connecting shaft 335. The first connecting shaft 335 drives the third gear 336 to rotate around the axis of the first connecting shaft 335. The third gear 336 drives the driven wheel 32 to rotate around the axis of the second shaft body 21 through the meshing teeth, so as to achieve Figure 1 the adjustment of the direction of the wheel 02 in

[0163] In this embodiment, the movement is transmitted between the driving wheel 31 and the driven wheel 32 through the second gear 334, the first connecting shaft 335, and the third gear 336. During the assembly process of the steering wheel system, the distance between the first shaft body 11 and the second shaft body 21 can be flexibly adjusted by adjusting the length of the first connecting shaft 335, thereby further improving the flexibility of the setting position of the steering wheel 1.

[0164] Among them, the second gear 334 and the first connecting shaft 335 can be fixedly connected by forms such as welding, soldering, riveting, etc. The second gear 334 and the first connecting shaft 335 can also be detachably connected by means of bearings, fasteners, etc. The second gear 334 and the first connecting shaft 335 can also be integrally formed. Figure 14 is a cross-sectional view of the connection position between the second gear and the first connecting shaft. As Figure 14 shown, one of the second gear 334 and the first connecting shaft 335 is provided with a convex portion 335A, and the other is provided with a concave portion 334A. Figure 14 Taking the first connecting shaft 335 as an example with a convex portion 335A and the second gear 334 with a concave portion 334A, along the radial direction of the first connecting shaft 335, at least part of the convex portion 335A is located in the concave portion 334A, and along the circumferential direction of the first connecting shaft 335, the side wall of the convex portion 335A abuts against the side wall of the concave portion 334A to limit the rotation of the second gear 334 relative to the first connecting shaft 335. Figure 13 A cooperation of a convex portion and a concave portion that abut against each other can also be provided between the first connecting shaft 335 and the third gear 336 in

[0165] The number of the convex portions and the concave portions may be Figure 14 the one shown in the figure. Figure 15 It is a cross-sectional view of the connection position between the second gear and the first connecting shaft. As Figure 15 shown, a plurality of convex portions 335A may be arranged at intervals along the circumferential direction of the first connecting shaft 335, and a plurality of concave portions 334A may be arranged at intervals along the circumferential direction of the first connecting shaft 335, and the number of the concave portions 334A is not less than the number of the convex portions 335A. In the embodiment of the present application, the number of the convex portions and the concave portions is not particularly limited.

[0166] In a possible design, along the distribution direction of the first shaft body 11 and the second shaft body 21, for example, along the axial direction of the first connecting shaft 335, neither the second gear 334 nor the third gear 336 can move relative to the first connecting shaft 335, so as to improve the stability of the overall structure of the first transmission assembly 3.

[0167] In another possible design, referring again to Figure 13 the figure, one of the second gear 334 and the third gear 336 is slidably connected to the first connecting shaft 335. Figure 16 It is a partial structural schematic diagram of the steering wheel system provided by the present application. At the same time, referring to Figure 13 and Figure 16 the figure, when the second gear 334 is slidably connected to the first connecting shaft 335, the driving assembly of the steering wheel system can drive the second gear 334 to move relative to the first connecting shaft 335 along the distribution direction of the first shaft body 11 and the second shaft body 21, for example, move along the axial direction of the first connecting shaft 335, so as to adjust the distance between the steering wheel 1 and the steering column 2. For example, the eccentric setting of the steering wheel 1 and the steering column 2 is adjusted to a coaxial setting, or the steering wheel 1 is adjusted from the position shown in Figure 13 the figure to the position shown in Figure 16 the figure, or the steering wheel 1 can also be adjusted from the position shown in Figure 16 the figure to the position shown in Figure 13 the figure. Figure 17 It is a partial structural schematic diagram of the steering wheel system provided by the present application. At the same time, referring to Figure 13 and Figure 17 the figure, when the third gear 336 is slidably connected to the first connecting shaft 335, the driving assembly of the steering wheel system can drive the first connecting shaft 335 to move relative to the third gear 336 along the distribution direction of the first shaft body 11 and the second shaft body 21, for example, move along the axial direction of the first connecting shaft 335, so as to adjust the distance between the steering wheel 1 and the steering column 2. For example, the eccentric setting of the steering wheel 1 and the steering column 2 is adjusted to a coaxial setting, or the steering wheel 1 is adjusted from the position shown in Figure 13 the figure to the position shown in Figure 17 the figure, or the steering wheel 1 can also be adjusted from the position shown in Figure 17Adjust the position shown to Figure 13 the position shown.

[0168] In this embodiment, one of the second gear 334 and the third gear 336 is slidably connected to the first connecting shaft 335. The position of the steering wheel can be adjusted by driving the movement of the second gear 334 or the third gear 336, which is beneficial to improving the driving experience and also beneficial to realizing the large-screen display of the vehicle and enhancing the entertainment of the vehicle.

[0169] Figure 18 is a partial structural schematic diagram of the connection position between the second gear and the first connecting shaft. As Figure 18 shown, taking the second gear 224 being slidably connected to the first connecting shaft 335, the second gear 334 being provided with a recess 334A, and the first connecting shaft 335 being provided with a protrusion 335A as an example, the protrusion 335A extends along the distribution direction of the first shaft body 11 and the second shaft body 21. For example, it extends along the axial direction of the first connecting shaft 335.

[0170] In this embodiment, during the movement of the second gear 334, the protrusion 335A can slide along the side wall of the recess 334A to limit the movement direction of the second gear 334, thereby improving the movement smoothness of the second gear 334. At the same time, the protrusion 335A extends along the axial direction of the first connecting shaft 335, reducing the risk of the protrusion 335A disengaging from the chute 334A, thereby reducing the risk of transmission failure between the second gear 334, the first connecting shaft 335, and the third gear 336, and further improving the transmission reliability of the first transmission component 3.

[0171] Similarly, when the third gear is slidably connected to the first connecting shaft, the movement smoothness of the first connecting shaft is improved. At the same time, the risk of transmission failure between the second gear, the first connecting shaft, and the third gear is reduced, and further the transmission reliability of the first transmission component is improved.

[0172] When the second gear 334 is slidably connected to the first connecting shaft 335, in a possible design, the second gear 334 and the driving wheel 31 are respectively connected to different motors, so that the second gear 334 and the driving wheel 31 move synchronously along the distribution direction of the first shaft body 11 and the second shaft body 21. For example, they move synchronously along the axial direction of the first connecting shaft 335.

[0173] When the second gear 334 is slidably connected to the first connecting shaft 335, in another possible design, Figure 19 and Figure 20 are partial structural schematic diagrams of the steering wheel system provided by the present application. At the same time, refer to Figure 19 and Figure 20, the steering wheel system includes a first housing 5 mounted on the steering column. The driven wheel 32, the third gear 336, and the first connecting shaft 335 are all mounted on the first housing 5. The first transmission assembly 3 further includes a third motor 34 and a second housing 35 connected to the third motor 34. The driving wheel 31 and the second gear 334 are both mounted on the second housing 35. The third motor 34 can drive the second housing 35 to move along the distribution direction of the first shaft body 11 and the second shaft body 21. For example, it moves along the axial direction of the first connecting shaft 335. The driving wheel 31 and the second gear 334 can synchronously move along the distribution direction of the first shaft body 11 and the second shaft body 21 under the drive of the second housing 35. For example, they synchronously move along the axial direction of the first connecting shaft 335, so that the steering wheel 1 is adjusted from Figure 19 the position shown in to Figure 20 the position shown in, or the steering wheel 1 can also be adjusted from Figure 20 the position shown in to Figure 19 the position shown in.

[0174] In this embodiment, by driving the movement of the second housing 35 with the third motor 34 to drive the synchronous movement of the driving wheel 31 and the second gear 334, the risk that the driven wheel 32 cannot rotate normally due to the separation of the driving wheel 31 and the second gear 334 during the movement of the steering wheel 1 is reduced, thereby improving the transmission stability of the first transmission assembly 3.

[0175] When the third gear 336 is slidably connected to the first connecting shaft 335, in a possible design, the driving wheel 31, the second gear 334, and the first connecting shaft 335 are respectively connected to different motors, so that the driving wheel 31, the second gear 334, and the first connecting shaft 335 synchronously move along the distribution direction of the first shaft body 11 and the second shaft body 21. For example, they synchronously move along the axial direction of the first connecting shaft 335.

[0176] When the third gear 336 is slidably connected to the first connecting shaft 335, in another possible design, Figure 21 and Figure 22 are partial structural schematic diagrams of the steering wheel system provided by this application. At the same time, refer to Figure 21 and Figure 22, the steering wheel system includes a first housing 5 mounted on the steering column, and a driven wheel 32 and a third gear 336 are both mounted on the first housing 5. The first transmission assembly 3 further includes a third motor 34 and a second housing 35 connected to the third motor 34. A driving wheel 31, a second gear 334, and a first connecting shaft 335 are all mounted on the second housing 35. The third motor 34 can drive the second housing 35 to move along the distribution direction of the first shaft body 11 and the second shaft body 21. For example, it moves along the axial direction of the first connecting shaft 335. The driving wheel 31, the second gear 334, and the first connecting shaft 335 can synchronously move along the distribution direction of the first shaft body 11 and the second shaft body 21 under the drive of the second housing 35. For example, they synchronously move along the axial direction of the first connecting shaft 335, so that the steering wheel 1 is adjusted from Figure 21 the position shown in to Figure 22 the position shown in, or the steering wheel 1 can also be adjusted from Figure 22 the position shown in to Figure 21 the position shown in.

[0177] In this embodiment, by driving the movement of the second housing 35 by the third motor 34 to drive the driving wheel 31, the second gear 334, and the first connecting shaft 335 to move synchronously, the risk that the driven wheel 32 cannot rotate normally due to the separation of the driving wheel 31 and the second gear 334 during the movement of the steering wheel 1 is reduced, thereby improving the transmission stability of the first transmission assembly 3.

[0178] Figure 23 is a cross-sectional view of the connection position between the first housing and the second housing. As shown in Figure 23 , one of the first housing 5 and the second housing 35 is provided with a sliding portion 351, and the other is provided with a sliding groove 51. Figure 23 Taking the example that the second housing 35 is provided with a sliding portion 351 and the first housing 5 is provided with a sliding groove 51. At least part of the sliding portion 351 is located in the sliding groove 51. During the movement of the second housing 35, the sliding portion 351 can slide along the side wall of the sliding groove 51, thereby improving the smoothness of the movement of the second housing 35.

[0179] Specifically, there are two forms of driving the second housing by the third motor: direct driving and indirect driving.

[0180] When the third motor directly drives the second housing, the output shaft of the third motor is directly connected to the second housing, and the movement of the second housing in the distribution direction of the first shaft body 11 and the second shaft body 21 is realized through the expansion and contraction of the output shaft. For example, it moves in the axial direction of the first connecting shaft 335. This driving form can simplify the structure of the first transmission assembly, thereby being beneficial to reducing the overall size of the first transmission assembly and the steering wheel system.

[0181] When the third motor indirectly drives the second housing, the third motor and the second housing are indirectly connected through a second transmission assembly.

[0182] Figure 24 It is a schematic diagram of the connection structure of the second transmission assembly in an embodiment. In a possible design, as Figure 24 shown, the second transmission assembly 4 at least includes a meshing fourth gear 41 and a first rack 42. The fourth gear 41 is connected to the output shaft of the third motor 34, and the first rack 42 is connected to the second housing. The output shaft of the third motor 34 can drive the fourth gear 41 to rotate. Figure 24 Taking the counterclockwise rotation as an example, the fourth gear 41 drives the first rack 42 to move through the meshing teeth, so as to realize the movement of the second housing in the distribution direction of the first shaft body 11 and the second shaft body 21. For example, the movement in the axial direction of the first connecting shaft. Among them, the first rack 42 and the second housing can be fixedly connected by forms such as bonding, welding, and riveting, or can be detachably connected by fasteners such as screws and bolts. The first rack 42 and the second housing can also be integrally formed.

[0183] In this embodiment, the third motor 34 drives the second housing to move through the gear-rack matching structure, which simplifies the structure of the second transmission assembly 4, thereby facilitating the reduction of the overall size of the second transmission assembly 4 and the steering wheel system.

[0184] Figure 25 It is a cross-sectional view of the connection structure of the second transmission assembly in an embodiment. In another possible design, as Figure 25 shown, the second transmission assembly 4 at least includes a meshing first worm 43 and a worm rack 44. The first worm 43 is connected to the output shaft of the third motor, and the worm rack 44 is connected to the second housing. The output shaft of the third motor can drive the first worm 43 to rotate around the axis of the first worm 43. The first worm 43 drives the worm rack 44 to move through the meshing teeth, so as to realize the movement of the second housing in the distribution direction of the first shaft body 11 and the second shaft body 21. For example, the movement in the axial direction of the first connecting shaft. Among them, the worm rack 44 and the second housing can be fixedly connected by forms such as bonding, welding, and riveting, or can be detachably connected by fasteners such as screws and bolts. The worm rack 44 and the second housing can also be integrally formed.

[0185] In this embodiment, the helix angle of the first worm 43 (equivalent to the inclination angle of the inclined plane) is smaller than the static friction angle between the contact surfaces of the first worm 43 and the worm rack 44. When the worm rack 44 is subjected to other external forces (that is, the driving force other than the first worm 43) and attempts to move in the reverse direction, due to the friction force between the first worm 43 and the worm rack 44, the reverse movement of the worm rack 44 can be restricted, so that the second transmission assembly 4 has a strong self-locking ability, thereby improving the stability of the steering wheel in the established position.

[0186] Based on the above two embodiments, the transmission forms of gear-rack and worm-worm gear can be combined. Figure 26 It is a schematic diagram of the connection structure of the second transmission component in an embodiment, as Figure 26 shown. The second transmission component 4 at least includes a second connecting shaft 49, an engaged second worm 45 and worm gear 46, an engaged fifth gear 47 and second rack 48. Along the distribution direction of the first shaft body 11 and the second shaft body 21, for example, along the axial direction of the second connecting shaft 49, the worm gear 46 and the fifth gear 47 are respectively connected to both sides of the second connecting shaft 49. The output shaft of the third motor can drive the second worm 45 to rotate around the axis of the second worm 45. The second worm 45 drives the worm gear 46 to rotate around the axis of the worm gear 46 through the meshing teeth. The worm gear 46 drives the fifth gear 47 to rotate synchronously through the second connecting shaft 49. The fifth gear 47 drives the second rack 48 to move through the meshing teeth, so as to realize the movement of the second housing in the axial direction of the first connecting shaft. Among them, the second rack 48 and the second housing can be fixedly connected by bonding, welding, riveting and other forms, or can be detachably connected by fasteners such as screws and bolts. The worm strip 44 and the second housing can also be integrally formed.

[0187] In this embodiment, the movement of the second housing is realized through the combined cooperation of the worm-worm gear and the gear-rack, which can increase the flexibility of the installation position of the third motor while realizing self-locking.

[0188] Figure 27 It is a schematic diagram of the connection structure of the second transmission component in an embodiment. In another possible design, as Figure 27 shown. The second transmission component 4 at least includes an engaged lead screw 4A and lead screw nut 4B. The lead screw 4A is connected to the output shaft of the third motor, and the lead screw nut 4B is connected to the second housing. The output shaft of the third motor can drive the lead screw 4A to rotate around the axis of the lead screw 4A. The lead screw 4A drives the lead screw nut 4B to move through the meshing teeth, so as to realize the movement of the second housing in the distribution direction of the first shaft body 11 and the second shaft body 21, for example, the movement in the axial direction of the first connecting shaft. Among them, the lead screw nut 4B and the second housing can be fixedly connected by bonding, welding, riveting and other forms, or can be detachably connected by fasteners such as screws and bolts. The lead screw nut 4B and the second housing can also be integrally formed.

[0189] In this embodiment, the transmission of the lead screw 4A and the lead screw nut 4B has high precision, thus improving the control precision of the movement of the steering wheel. At the same time, the cooperation of the lead screw 4A and the lead screw nut 4B has strong rigidity, which can extend the service life of the second transmission component 4.

[0190] Figure 28It is a schematic structural diagram of a steering wheel system, as Figure 28 shown. The steering wheel system further includes a sensor 6 and a controller 7. The controller 7 is electrically connected or signal-connected to the sensor 6 and the third motor 34 respectively. Along the distribution direction of the first shaft body 11 and the second shaft body 21, the third motor 34 is used to drive the steering wheel 1 to move closer to or away from the steering column 2. During the movement of the steering wheel 1, the sensor 6 detects the position or movement distance of the second housing 35 and transmits the detection result to the controller 7. When the sensor 5 detects that the second housing 35 moves to a preset position or a preset distance, the controller 7 controls the third motor 34 to stop working according to the received signal, thereby reducing the risk of damage to the steering wheel 1, the first transmission assembly 3, the steering column 2 or the second transmission assembly 4 caused by the movement distance of the steering wheel 1 exceeding the preset range.

[0191] The steering wheel system may also be provided with a control button (not marked in the figure). The control button is directly or indirectly connected to the controller. The operator can directly transmit a control instruction to the controller through the control button, and the controller controls the third motor to start or stop working according to the received instruction. Alternatively, the control button is directly connected to the third motor, and the operator can directly control the third motor to start or stop working through the control button. In this embodiment, setting the control button facilitates the operator to control the start or stop of the movement of the steering wheel.

[0192] It is also possible to set control software on intelligent devices such as the instrument panel, in-vehicle display screen, mobile phone, etc. The control software is electrically connected or signal-connected to the controller. The operator can directly transmit a control instruction to the controller through the control button, and the controller controls the third motor to start or stop working according to the received instruction. Alternatively, the control button is directly connected to the third motor, and the operator can directly control the third motor to start or stop working through the control button.

[0193] The vehicle may also be provided with a detection system and a central control system. The central control system and the detection system are both electrically connected or signal-connected to the controller. The detection system is used to detect the vehicle speed and gear position of the vehicle. When the detection system detects that the vehicle speed is greater than zero and / or the gear position of the vehicle is a non-parking gear position, the central control system locks the third motor in a non-working state through the controller. At this time, even if the operator presses the control button or activates the control software, the movement function of the steering wheel cannot be started. When the detection system detects that the vehicle speed is zero and the gear position of the vehicle is a parking gear position, the central control system is used to unlock the third motor through the controller. At this time, the operator can control the steering wheel to start moving through the control button or the control software.

[0194] In this embodiment, by detecting the vehicle speed and gear position of the vehicle through the detection system to control the locking or unlocking of the third motor, the risk of the steering wheel moving during vehicle driving can be reduced, thereby improving the safety during vehicle driving.

[0195] Combined with the above detection system, central control system, control buttons, control software, sensors and controllers, the movement process of the steering wheel is as follows:

[0196] The detection system detects the status of the steering wheel system, including but not limited to the operating status of the third motor, the position of the second housing, etc., and determines that the steering wheel system can work properly;

[0197] When the status of the steering wheel system is normal, the detection system detects the vehicle speed and gear position of the vehicle;

[0198] When the vehicle speed is zero and the gear position is in the parking gear, the central control system unlocks the third motor through the controller;

[0199] The operator inputs a steering wheel movement instruction through the control button or control software. The steering wheel movement instruction includes but not limited to start moving, stop moving, moving distance, etc.;

[0200] The controller starts the third motor;

[0201] The third motor moves the second housing to the extreme position;

[0202] The sensor records the extreme position as the 0 point;

[0203] According to the steering wheel movement instruction, taking the movement distance of the steering wheel movement instruction as an example, the third motor controls the movement of the second housing, so that the distance between the steering wheel and the steering column becomes larger or smaller. At the same time, the sensor synchronously detects the position or movement distance of the second housing;

[0204] When the sensor detects that the movement distance of the steering wheel reaches the input value of the movement instruction, the controller controls the third motor to stop working.

[0205] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of this application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0206] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0207] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment, or portion of code including one or more executable instructions for implementing a customized logical function or process, and the scope of the preferred embodiments of the present application includes additional implementations, where functions may be executed in a substantially simultaneous manner or in a reverse order according to the functions involved, rather than in the order shown or discussed, which should be understood by those skilled in the art to which the embodiments of the present application pertain.

Claims

1. A steering wheel system, characterized in that, The steering wheel system includes: A steering wheel, which includes a first shaft body; A steering column, which includes a second shaft body; A first transmission assembly, which at least includes a driving wheel and a driven wheel. The driving wheel can directly or indirectly drive the driven wheel to rotate. The driving wheel is connected to the first shaft body, and the driven wheel is connected to the second shaft body. The steering wheel can drive the driving wheel to rotate around the axis of the first shaft body. Under the drive of the driving wheel, the driven wheel can drive the second shaft body to rotate around the axis of the second shaft body.

2. The steering wheel system according to claim 1, characterized in that, The first transmission assembly further includes an intermediate transmission assembly, which at least includes a second gear, a third gear and a first connecting shaft. The driving wheel, the second gear, the third gear and the driven wheel are all bevel gears; The driving wheel meshes with the second gear, and the driven wheel meshes with the third gear. Along the axial direction of the first connecting shaft, the second gear and the third gear are respectively connected to both sides of the first connecting shaft. The second gear is used to drive the third gear to rotate through the first connecting shaft.

3. The steering wheel system according to claim 2, wherein The steering wheel system further includes a driving component. The third gear is slidably connected to the first connecting shaft. Along the axial direction of the first connecting shaft, the driving component can drive the first connecting shaft to move relative to the third gear; Alternatively, the second gear is slidably connected to the first connecting shaft, and the driving component can drive the second gear to move relative to the first connecting shaft to adjust the distance between the second shaft body and the first shaft body in the axial direction of the first connecting shaft.

4. The steering wheel system according to claim 3, wherein, One of the first connecting shaft and the second gear is provided with a convex portion, and the other is provided with a concave portion. When the second gear moves relative to the first connecting shaft, the convex portion can slide along the concave portion; Alternatively, one of the first connecting shaft and the third gear is provided with a convex portion, and the other is provided with a concave portion. When the first connecting shaft moves relative to the third gear, the convex portion can slide along the concave portion; Along the circumferential direction of the first connecting shaft, the side wall of the convex portion abuts against the side wall of the concave portion.

5. The steering wheel system according to claim 3 or 4, characterized in that, The steering wheel system further includes a first housing. The driven wheel and the third gear are both installed in the first housing, and the first housing is installed on the steering column; The driving component includes a third motor and a second housing connected to the third motor; The steering wheel, the driving wheel and the driven wheel are all installed in the second housing. The first connecting shaft is installed in the first housing. The second housing can move along the axial direction of the first connecting shaft under the action of the third motor to drive the steering wheel, the driving wheel and the second gear to move synchronously in the axial direction of the first connecting shaft; Alternatively, the steering wheel, the driving wheel, the second gear, and the first connecting shaft are all installed on the second housing, and the second housing can move axially along the first connecting shaft under the action of the third motor, so as to drive the steering wheel, the driving wheel, the second gear, and the first connecting shaft to move synchronously axially along the first connecting shaft.

6. The steering wheel system according to claim 5, wherein, The steering wheel system further includes a second transmission assembly, and the second transmission assembly at least includes a fourth gear and a first rack. The fourth gear is connected to the third motor, the first rack is connected to or integrally formed with the second housing, the fourth gear meshes with the first rack, and the third motor can drive the fourth gear to rotate so as to drive the first rack to move axially along the first connecting shaft.

7. The steering wheel system according to claim 5, characterized in that, The steering wheel system further includes a second transmission assembly, and the second transmission assembly at least includes a worm rack and a first worm. The first worm is fixedly connected to the third motor, the worm rack is fixedly connected to or integrally formed with the second housing, the first worm meshes with the worm rack, and the third motor can drive the first worm to rotate so as to drive the worm rack to move axially along the first connecting shaft.

8. The steering wheel system according to claim 5, characterized in that The steering wheel system further includes a second transmission assembly, and the second transmission assembly at least includes a second worm, a worm gear, a second connecting shaft, a fifth gear, and a second rack. The second worm is connected to the third motor, the worm gear meshes with the second worm, the worm gear and the fifth gear are respectively connected to two ends of the second connecting shaft, the fifth gear meshes with the second rack, and the second rack is connected to or integrally formed with the second housing; The third motor can drive the second worm to rotate around its own axis. Under the drive of the second worm, the worm gear can drive the fifth gear to rotate around the axis of the fifth gear through the second connecting shaft, so as to drive the second rack to move axially along the first connecting shaft.

9. The steering wheel system according to claim 5, wherein The steering wheel system further includes a second transmission assembly, and the second transmission assembly at least includes a lead screw and a lead screw nut. The lead screw is connected to the third motor, the lead screw nut is sleeved on the lead screw and meshes with the lead screw, the lead screw nut is connected to the second housing, and the third motor can drive the lead screw to rotate so as to drive the lead screw nut to move axially along the first connecting shaft.

10. The steering wheel system according to any one of claims 5 to 9, characterized in that, One of the second housing and the first housing is provided with a chute extending axially along the first connecting shaft, and the other is provided with a sliding portion. When the second housing moves axially along the first connecting shaft, the sliding portion can move along the chute.

11. The steering wheel system according to any one of claims 5 to 10, characterized in that, The steering wheel system further includes a sensor and a controller. The controller is electrically connected or signal-connected to the sensor and the third motor respectively. The sensor is used to detect the position or moving distance of the second housing. When the sensor detects that the second housing moves to a preset position or a preset distance, the controller is used to control the third motor to stop working.

12. The steering wheel system according to any one of claims 5 to 10, characterized in that, The steering wheel system further includes control buttons and a controller. The control buttons are directly or indirectly connected to the controller, and the controller is electrically connected or signal-connected to the third motor. The control buttons are used to control the third motor to start or stop working through the controller.

13. The steering wheel system according to claim 1, characterized in that, Both the driving wheel and the driven wheel are spur gears, and the driving wheel and the driven wheel are directly or indirectly meshed.

14. The steering wheel system according to claim 13, wherein, The first transmission assembly further includes an intermediate transmission assembly. The intermediate transmission assembly at least includes a first gear, and the first gear meshes with the driving wheel and the driven wheel respectively.

15. The steering wheel system according to claim 1, characterized in that, Both the driving wheel and the driven wheel are belt wheels. The first transmission assembly further includes a belt. Along the circumferences of the driving wheel and the driven wheel, the belt is wound around the outer sides of the driving wheel and the driven wheel, and the driving wheel is used to drive the driven wheel to rotate through the belt.

16. The steering wheel system according to claim 15, wherein, The driving wheel is provided with a plurality of first tooth portions, and the belt is provided with a plurality of third tooth portions. At least part of the third tooth portions is located in the gaps between adjacent first tooth portions and abuts against the side walls of the first tooth portions, so that the driving wheel and the belt are meshed. The driven wheel is provided with a plurality of second tooth portions, and the belt is provided with a plurality of third tooth portions. At least part of the third tooth portions is located in the gaps between adjacent second tooth portions and abuts against the side walls of the second tooth portions, so that the driven wheel and the belt are meshed.

17. The steering wheel system according to claim 15 or 16, characterized in that, The first transmission assembly further includes a tensioning wheel. The tensioning wheel abuts against the belt, and the tensioning wheel is used to tension the belt.

18. The steering wheel system according to claim 17, wherein, The steering wheel system further includes a first motor. The first motor is directly or indirectly connected to the tensioning wheel. In a plane perpendicular to the axes of the driving wheel and the driven wheel, the first motor is used to drive the tensioning wheel to move towards or away from the driving wheel and the driven wheel. During the process of the tensioning wheel moving away from the driving wheel and the driven wheel, the tensioning wheel is used to drive the driving wheel to move towards the driven wheel through the belt.

19. A vehicle, characterized in that, The vehicle includes: the steering wheel system according to any one of claims 1 to 18, and the second shaft body of the steering column is connected to the wheels of the vehicle and is used to drive the wheels to rotate.

20. The vehicle according to claim 19, characterized in that, The vehicle further includes an instrument panel, and the instrument panel and the steering column are distributed along the height direction of the vehicle.

21. The vehicle according to claim 20, characterized in that, The steering wheel system includes a controller and a third motor. The controller is electrically connected or signal-connected to the third motor. Along the distribution direction of the first shaft body and the second shaft body, the third motor is used to drive the steering wheel to move towards or away from the steering column. The vehicle further includes a detection system and a central control system. Both the central control system and the detection system are electrically connected or signal-connected to the controller. The detection system is used to detect the vehicle speed and gear position of the vehicle. When the detection system detects that the vehicle speed is greater than zero and / or the gear position of the vehicle is a non-parking gear position, the central control system is further used to lock the third motor in a non-operating state through the controller. When the detection system detects that the vehicle speed is zero and the gear position of the vehicle is a parking gear position, the central control system is used to unlock the third motor through the controller.

22. A transmission method for a steering wheel system, the steering wheel system comprising a steering column, a steering wheel, and a first transmission assembly, the steering column comprising a second shaft body, the steering wheel comprising a first shaft body, the first transmission assembly at least comprising a driving wheel and a driven wheel, characterized in that, The transmission method of the steering wheel system includes: Driving the steering wheel to rotate around the axis of the first shaft body; The first shaft body drives the driving wheel to rotate around the axis of the first shaft body; The driving wheel drives the driven wheel to rotate around the axis of the second shaft body; The driven wheel drives the second shaft body to rotate around its own axis, and the second shaft body is used to drive the wheels of the vehicle to rotate.

23. The transmission method of the steering wheel system according to claim 22, characterized in that, The first transmission component further includes a second gear meshing with the driving wheel, a third gear meshing with the driven wheel, and a first connecting shaft. The driving wheel, the driven wheel, the second gear, and the third gear are all bevel gears; The process of the driving wheel driving the driven wheel to rotate around the axis of the second shaft body includes: The driving wheel drives the second gear to rotate around the axis of the first connecting shaft; The second gear drives the first connecting shaft to rotate around its own axis; The first connecting shaft drives the third gear to rotate around its own axis; The third gear drives the driven wheel to rotate around the axis of the second shaft body.

24. The transmission method of the steering wheel system according to claim 23, characterized in that, The steering wheel system further includes a driving component. The transmission method of the steering wheel system further includes: Along the axial direction of the first connecting shaft, the driving component drives the driving wheel and the second gear to move relative to the first connecting shaft in a direction approaching or departing from the second shaft body; Alternatively, along the axial direction of the first connecting shaft, the driving component drives the driving wheel, the second gear, and the first connecting shaft to move relative to the third gear in a direction approaching or departing from the second shaft body.

25. The transmission method of the steering wheel system according to claim 24, characterized in that, The driving component includes a third motor and a second housing. The process of the driving component driving the driving wheel and the second gear to move relative to the first connecting shaft in a direction approaching or departing from the second shaft body includes: The third motor drives the second housing to move along the axial direction of the first connecting shaft; The second housing drives the second gear, the driving wheel, and the steering wheel to move; The process of the driving component driving the driving wheel, the second gear, and the first connecting shaft to move relative to the third gear in a direction approaching or departing from the second shaft body includes: The third motor drives the second housing to move along the axial direction of the first connecting shaft; The second housing drives the first connecting shaft, the second gear, the driving wheel, and the steering wheel to move.

26. The transmission method of the steering wheel system according to claim 25, characterized in that, The steering wheel system further includes a meshing fourth gear and a first rack. The process of the third motor driving the second housing to move along the axial direction of the first connecting shaft includes: The third motor drives the fourth gear to rotate about its own axis; The fourth gear drives the first rack to move axially along the first connecting shaft; The first rack drives the second housing to move.

27. The transmission method of the steering wheel system according to claim 25, characterized in that, The steering wheel system further includes an engaged worm rack and a first worm. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: The third motor drives the first worm to rotate about the axis of the first worm; The first worm drives the worm rack to move axially along the first connecting shaft; The worm rack drives the second housing to move.

28. The transmission method of the steering wheel system according to claim 25, characterized in that, The steering wheel system further includes an engaged second worm and worm wheel and an engaged fifth gear and second rack. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: The third motor drives the second worm to rotate about the axis of the second worm; The second worm drives the worm wheel to rotate about the axis of the worm wheel; The worm wheel drives the fifth gear to rotate about the axis of the fifth gear through a second connecting shaft; The fifth gear drives the second rack to move along the axis of the first connecting shaft; The second rack drives the second housing to move.

29. The transmission method of the steering wheel system according to claim 25, characterized in that, The steering wheel system further includes an engaged lead screw and lead screw nut. The process of the third motor driving the second housing to move axially along the first connecting shaft includes: The third motor drives the lead screw to rotate about the axis of the lead screw; The lead screw drives the lead screw nut to move along the axis of the first connecting shaft; The lead screw nut drives the second housing to move.

30. The transmission method of the steering wheel system according to claim 22, characterized in that, The steering wheel system further includes a second gear that meshes with the driving wheel and the driven wheel respectively. The driving wheel, the driven wheel and the second gear are all spur gears. The process of the driving wheel driving the driven wheel to rotate about the axis of the second shaft body includes: The driving wheel drives the second gear to rotate about the axis of the second gear; The second gear drives the driven wheel to rotate about the axis of the second shaft body.

31. The transmission method of the steering wheel system according to claim 23, characterized in that, The driving wheel and the driven wheel are both belt wheels. The first transmission assembly further includes a belt. The process of the driving wheel driving the driven wheel to rotate about the axis of the second shaft body includes: The driving wheel drives the belt to move circumferentially along the belt; The belt drives the driven wheel to rotate about the axis of the second shaft body.

32. The transmission method of the steering wheel system according to claim 31, characterized in that, The first transmission assembly further includes a tensioning wheel and a first motor. The transmission method of the steering wheel system includes: In a plane perpendicular to the axes of the driving wheel and the driven wheel, the first motor drives the tensioning wheel to move away from the driving wheel and the driven wheel; Driven by the tensioning wheel, the belt drives the driving wheel to move towards the driven wheel; The driving wheel drives the steering wheel to move.

Images