A self-compensating steering device

Abstract

This invention relates to the field of steering technology, specifically to a self-compensating steering device, including a transmission assembly and an output assembly. A second housing unit of the transmission assembly is slidably connected to the transmission unit. The output assembly includes a third housing unit, an output unit, and a compensation unit. The output unit includes a gear sector and an output shaft. The gear sector is connected to the output shaft. The second housing unit is connected to the third housing unit. The output shaft is connected to the third housing unit. The compensation unit is connected to the third housing unit. The transmission unit is driven to the gear sector. The compensation unit is driven to the output shaft. The area where the gear sector meshes with the transmission unit is a predetermined meshing area. The distance between the predetermined meshing area and the central axis of the output shaft gradually decreases. The operating state includes the transmission unit moving to drive the output shaft to rotate, and the compensation unit applying a force along a first direction to the output shaft, causing the gear sector to abut against the transmission unit. This solves the problem of excessively large spacing between adjacent racks and gear sectors within the steering device.

Description

Technical Field

[0001] This invention relates to the field of steering technology, and more specifically, to a self-compensating steering device. Background Technology

[0002] The function of the steering system is to appropriately transform the steering torque and steering angle from the steering wheel (mainly by reducing speed and increasing torque) and then output them to the steering tie rod mechanism, thereby steering the vehicle. The steering system includes a transmission assembly and an output assembly. The transmission assembly receives the steering torque and steering angle from the steering wheel, and the rack on the outer circumference of the transmission assembly drives the gear sector of the output assembly to rotate, thus allowing the torque and steering angle of the output assembly to be output to the steering tie rod mechanism.

[0003] During use, the rack on the outer circumference of the transmission component and the sector gear of the output component mesh with each other, causing mutual wear. This results in a gradual increase in the circumferential distance between adjacent racks and sectors gears. As the distance increases, the time from inputting a steering command through the steering wheel to outputting a steering command through the vehicle is prolonged, leading to a slower steering response from the steering wheels. Summary of the Invention

[0004] To address the problem of excessively large spacing between adjacent racks and sectors within a steering mechanism, this invention provides a self-compensating steering device, comprising:

[0005] The transmission assembly includes a second housing unit and a transmission unit; the second housing unit is slidably connected to the transmission unit.

[0006] The output assembly includes a third housing unit, an output unit, and a compensation unit. The output unit includes a gear sector and an output shaft. The gear sector is connected to the outer peripheral wall of the output shaft. The second housing unit and the third housing unit are detachably connected. The output shaft is movably connected to the third housing unit. The compensation unit is detachably connected to the third housing unit. The transmission unit is driven to the gear sector. The compensation unit is driven to the output shaft. The area where the gear sector meshes with the transmission unit is a predetermined meshing area. The distance L between the predetermined meshing area and the central axis of the output shaft gradually decreases along a first direction.

[0007] The working state of the self-compensating steering device includes the transmission unit moving along the second direction, driving the output shaft to rotate around its own axis through the gear sector, and the compensation unit applying a force to the output shaft moving along the first direction, so that the gear sector abuts against the transmission unit; wherein, the second direction is the length direction of the transmission unit.

[0008] In some embodiments, the area on the transmission unit for meshing with the gear sector is an active meshing area; the area on the gear sector for meshing with the transmission unit is a driven meshing area; the driven meshing area includes a first meshing area and a second meshing area; the first meshing area and the second meshing area are arranged sequentially along the first direction;

[0009] The operating states include a first state and a second state. The first state includes the transmission unit moving along a second direction, driving the output shaft to rotate around its own axis via the gear sector. The compensation unit applies a force to the output shaft along the first direction, causing the second meshing area to apply a second pressure to the active meshing area and the first meshing area to apply a first pressure to the active meshing area. The set gap on the first side is smaller than the set gap on the second side. The first pressure is greater than the second pressure. The first side and the second side are sequentially arranged along the first direction. The set gap is the gap between the gear sector and the transmission unit along the circumferential direction of the gear sector in the set meshing area.

[0010] The second state includes the transmission unit moving along the second direction, driving the output shaft to rotate around its own axis through the gear sector, causing the gear sector to move a set distance along the first direction, and then the second meshing area applying a fourth pressure to the active meshing area and the first meshing area applying a third pressure to the active meshing area; wherein the fourth pressure is greater than the second pressure, and the third pressure is greater than the second pressure.

[0011] In some embodiments, in the first state, when the force between the transmission unit and the gear sector along the axial direction of the transmission unit is the first force, the second pressure is equal to 0.

[0012] In some embodiments, in the first state, when the force between the transmission unit and the gear sector along the axial direction of the transmission unit is a second force, the second pressure is greater than 0; wherein, the second force is greater than the first force.

[0013] In some embodiments, the maximum tooth thickness of the tooth sector in the second meshing region is less than the maximum tooth thickness of the tooth sector in the first meshing region.

[0014] In some embodiments, the compensation unit includes a compensation screw and a compensation spring; the compensation screw is detachably connected to the third housing unit; the compensation screw, the compensation spring, and the output shaft are arranged in sequence; the compensation screw and the output shaft press against both ends of the compensation spring in the axial direction, causing the compensation spring to be compressed to deformation;

[0015] The working state also includes the release of elastic force when the compensation spring recovers its deformation, thereby applying a force to the output shaft to move along the first direction, so that the gear sector abuts against the transmission unit.

[0016] In some embodiments, the compensation unit further includes a compensation baffle; one end of the compensation baffle is connected to the compensation screw, and the other end is connected to the compensation spring; the compensation baffle moves along the axial direction of the compensation screw.

[0017] In some embodiments, the output unit further includes a compensation groove; the compensation groove is recessed from the end of the output shaft near the compensation screw toward the direction away from the compensation screw; the compensation baffle, the compensation spring, and part of the compensation screw are disposed in the compensation groove; the bottom of the compensation groove is connected to the end of the compensation spring away from the compensation screw.

[0018] In some embodiments, the compensating screw includes a connecting rod and a limiting rod; the connecting rod and the limiting rod are connected sequentially along the axial direction of the connecting rod; the compensating baffle, the limiting rod, and the connecting rod are arranged sequentially; the connecting rod is detachably connected to the third housing unit.

[0019] The compensation unit further includes a compensation nut; the inner peripheral wall of the compensation nut is sleeved on the outer peripheral side of the connecting rod; the projection area of ​​the inner peripheral surface of the compensation nut toward the limiting rod coincides with part of the limiting rod; the outer peripheral wall of the compensation nut is detachably connected to the inner peripheral wall of the compensation groove; the axial distance between one end of the compensation nut and the side of the limiting rod away from the compensation baffle along the axial direction of the compensation nut is less than a set distance.

[0020] In some embodiments, the area where the compensation screw abuts against the compensation baffle is a first set area; the area where the compensation screw projects toward the compensation baffle is a second set area; and the area of ​​the first set area is smaller than that of the second set area.

[0021] To address the problem of excessively large spacing between adjacent racks and sectors within the steering mechanism, this invention offers the following advantages:

[0022] By setting a transmission assembly including a second housing unit and a transmission unit (the second housing unit and the transmission unit are slidably connected, and the transmission unit can be placed within the space surrounded by the second housing unit), and an output assembly including a third housing unit, an output unit, and a compensation unit (the output unit includes a gear sector and an output shaft, the gear sector is connected to the outer peripheral wall of the output shaft, the second housing unit and the third housing unit are detachably connected, the output shaft is movably connected to the third housing unit, the compensation unit is detachably connected to the third housing unit, the transmission unit is driven to the gear sector, the compensation unit is driven to the output shaft, and the distance L between the set meshing area of ​​the gear sector and the transmission unit and the central axis of the output shaft gradually decreases along the first direction), when the self-compensating steering device is in the transmission unit along the second direction (transmission... When the unit moves along its length and drives the output shaft to rotate around its own axis, the compensation unit applies a force along the first direction to the output shaft to cause the gear sector to contact the transmission unit. When the gear sector and the transmission unit experience wear due to contact, causing the gap between them in the set meshing area to widen along the circumference of the gear sector, the compensation unit can drive the gear sector to move along the first direction through the output shaft, thereby reducing the gap. This shortens the delay time between the steering wheel input steering command and the steering wheel output steering command, and reduces the impact force generated by the collision between the gear sector and the transmission unit. Ultimately, this solves the problem of slow steering response caused by wear between the transmission unit and the gear sector, while improving the vehicle's handling performance and extending the service life of the self-compensating steering device. Attached Figure Description

[0023] Figure 1 A first-view schematic diagram of a self-compensating steering device according to an embodiment is shown;

[0024] Figure 2 A second-view schematic diagram of a self-compensating steering device according to an embodiment is shown;

[0025] Figure 3 A first-view schematic diagram of a transmission assembly and an output assembly according to one embodiment is shown;

[0026] Figure 4 A second-view schematic diagram of a transmission assembly and an output assembly according to one embodiment is shown;

[0027] Figure 5 A cross-sectional view of a transmission assembly and an output assembly according to one embodiment is shown;

[0028] Figure 6 It shows Figure 5 A magnified view of a portion of the image.

[0029] Reference numerals: 10 Drive assembly; 11 First housing unit; 20 Transmission assembly; 21 Second housing unit; 22 Transmission unit; 221 Lead screw shaft; 222 Tooth screw nut; 30 Output assembly; 31 Third housing unit; 311 Support end housing; 312 Output end housing; 32 Output unit; 321 Gear sector; 322 Output shaft; 323 Compensation groove; 33 Compensation unit; 331 Compensation screw; 3311 Connecting rod; 3312 Limiting rod; 332 Compensation nut; 333 Compensation baffle; 334 Compensation spring. Detailed Implementation

[0030] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0031] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0032] In the application scenarios of steering systems, their core functions rely on the coordinated work of transmission component 20 and output component 30. The transmission unit 22 of transmission component 20 needs to form a drive connection with the gear sector 321 in output unit 32 of output component 30 to ensure power transmission and thus achieve steering action. However, during long-term use of the steering system, transmission unit 22 and gear sector 321 are in a continuous meshing state, and mutual wear is inevitable during their interaction. As wear accumulates, the distance between adjacent transmission units 22 and gear sector 321 along the circumference of gear sector 321 gradually increases within the designated meshing area. This increased distance directly leads to a delay in the transmission of steering commands. Specifically, it manifests as a longer time from the input of a steering command through the steering wheel to the final output of the steering command and the driving of the steering wheels to complete the steering action. Ultimately, this results in a slower steering response of the steering wheels, affecting the normal operating performance of the steering system.

[0033] This embodiment discloses a self-compensating steering device, such as Figure 3 , Figure 4 , Figure 5 As shown, the self-compensating steering device includes a transmission assembly 20 and an output assembly 30. The transmission assembly 20 includes a second housing unit 21 and a transmission unit 22; the transmission unit 22 can receive steering commands from the driver or the driver assistance system. The second housing unit 21 is slidably connected to the transmission unit 22, and the transmission unit 22 can be disposed within the space enclosed by the second housing unit 21, allowing the second housing unit 21 to prevent foreign objects from directly contacting the transmission unit 22, thereby extending the service life of the transmission unit 22.

[0034] The output assembly 30 includes a third housing unit 31, an output unit 32, and a compensation unit 33. The output unit 32 includes a gear sector 321 and an output shaft 322. The gear sector 321 is connected to the outer peripheral wall of the output shaft 322. The second housing unit 21 is detachably connected to the third housing unit 31. The output shaft 322 is movably connected to the third housing unit 31, and can move along its own axis and rotate around its own axis. The end of the output shaft 322 away from the gear sector 321 can cooperate with the steering tie rod mechanism of the vehicle to drive the steering wheels. The compensation unit 33 is detachably connected to the third housing unit 31. The transmission unit 22 is drivenly connected to the gear sector 321. The compensation unit 33 is drivenly connected to the output shaft 322. The area where the gear sector 321 meshes with the transmission unit 22 is a predetermined meshing area. Figure 5 As shown, the distance L between the meshing area and the central axis of the output shaft 322 is set along a first direction (the first direction can be as follows). Figure 5 (As shown, the decrease gradually occurs from right to left);

[0035] The self-compensating steering device operates as follows: when the transmission unit 22 moves in the second direction, it drives the output shaft 322 to rotate around its own axis via the gear sector 321, thereby moving the drive shaft away from the steering tie rod mechanism of the vehicle at one end of the gear sector 321, thus driving the steering wheels of the car to turn. The compensation unit 33 applies a force to the output shaft 322 in the first direction, causing the gear sector 321 to abut against the transmission unit 22; wherein, the second direction is the length direction of the transmission unit 22, i.e. Figure 3 As shown in the diagram, the first direction is perpendicular to the second direction. With this configuration, after a certain period of use, the gear sector 321 and the transmission unit 22 wear against each other, causing a reduction in the tooth thickness of both the gear sector 321 and the transmission unit 22 in the designated meshing area. This results in an increase in the circumferential distance between adjacent gear sectors 321 and the transmission unit 22 in the designated meshing area. At this point, the compensation unit 33 can drive the gear sector 321 to move along the first direction via the output shaft 322, reducing the circumferential distance between adjacent gear sectors 321 and the transmission unit 22 in the designated meshing area (i.e., automatic compensation of the gap between the gear sector 321 and the transmission unit 22). This shortens the delay time between the steering wheel input steering command and the steering wheel output steering command, and reduces the impact force generated by the collision between the gear sector 321 and the transmission unit 22, thereby improving vehicle handling performance and extending the service life of the self-compensating steering device.

[0036] Furthermore, such as Figure 5 , Figure 6 As shown, the area on the transmission unit 22 that meshes with the gear sector 321 is the active meshing area; the area on the gear sector 321 that meshes with the transmission unit 22 is the driven meshing area A; the driven meshing area includes a first meshing area C and a second meshing area D; the first meshing area and the second meshing area are arranged sequentially along the first direction;

[0037] The working states include a first state and a second state. In the first state, when the transmission unit 22 moves along the second direction, it drives the output shaft 322 to rotate around its own axis via the gear sector 321, thereby causing the drive shaft to move away from the gear sector 321 and drive the vehicle's steering linkage mechanism, thus driving the car's steering wheels to turn. The compensation unit 33 applies a force to the output shaft 322 along the first direction, causing the second meshing area to apply a second pressure to the active meshing area and the first meshing area to apply a first pressure to the active meshing area. The set gap on the first side is smaller than the set gap on the second side; wherein, the first pressure is greater than the second pressure. The first and second sides are arranged sequentially along the first direction, with the first side being as follows: Figure 5 The right side is shown, the second side is as follows Figure 5 The left side is shown; the set gap is the gap between the gear sector 321 and the transmission unit 22 along the circumferential direction of the gear sector 321 in the set meshing area;

[0038] The second state includes the transmission unit 22 moving along the second direction, driving the output shaft 322 to rotate around its own axis via the gear sector 321. When the gear sector 321 and the transmission unit 22 wear down, causing the gear sector 321 to move a set distance along the first direction (the set distance can be greater than or equal to 1 / 10 of the axial dimension of the gear sector 321), the second meshing area applies a fourth pressure to the active meshing area, and the first meshing area applies a third pressure to the active meshing area; wherein, the fourth pressure is greater than the second pressure, and the third pressure is greater than the second pressure.

[0039] During transmission, the meshing point between transmission unit 22 and gear sector 321 will deform, forming surface contact.

[0040] In the first state, the tooth thickness reduction rate of the gear sector 321 in the first meshing region is greater than the tooth thickness reduction rate of the gear sector 321 in the second meshing region, and the set clearance expansion rate on the first side can be greater than the set clearance expansion rate on the second side.

[0041] In the second state, as the gear sector 321 and the transmission unit 22 wear down, the gear sector 321 moves along the first direction, and the area on the transmission unit 22 that abuts against the gear sector 321 also gradually moves along the first direction, and the area of ​​the abutting region also expands, at least towards... Figure 6 The upper part expands as shown, forming as Figure 6 As shown in area B, this allows the worn rack and sector 321 to still abut against each other, forming a stable transmission.

[0042] Because the pressure exerted by the first meshing area on the active meshing area in the first state is greater than the pressure exerted by the second meshing area on the active meshing area, the second meshing area experiences less wear. The distance between the tooth sector 321 and the transmission unit 22 along the circumferential direction of the tooth sector 321 in the second meshing area increases more slowly. Therefore, in the second state, both the first and second meshing areas can abut against the transmission unit 22, thereby achieving automatic compensation of the clearance between the tooth sector 321 and the transmission unit 22 to form a stable transmission, and achieving uniform wear between the tooth sector 321 and the transmission unit 22 to improve the life of the self-compensating steering device.

[0043] Furthermore, such as Figure 4 , Figure 6As shown, in the first state, when the transmission unit 22 moves along the second direction, it drives the output shaft 322 to rotate around its own axis through the gear sector 321. The force between the transmission unit 22 and the gear sector 321 along the axial direction of the transmission unit 22 is the first force, and the second pressure is equal to 0. At this time, the transmission unit 22 and the gear sector 321 have less wear. The tooth thickness of the transmission unit 22 and the gear sector 321 in the set meshing area is sufficient to provide sufficient strength. Therefore, the second meshing area is set at an interval from the transmission unit 22. Stable driving between the transmission unit 22 and the gear sector 321 can be achieved by the first meshing area abutting against the transmission unit 22.

[0044] When the transmission unit 22 and the gear sector 321 wear down, the compensation unit 33 drives the gear sector 321 to move a set distance along the first direction. The tooth thickness of the gear sector 321 in the first meshing area is sufficient, so that the first meshing area and the second meshing area simultaneously abut against the transmission unit 22. In the end, the automatic compensation of the gap between the gear sector 321 and the transmission unit 22 is achieved to form a stable transmission, and the wear of the gear sector 321 and the transmission unit 22 is made uniform to improve the life of the self-compensating steering device.

[0045] Furthermore, such as Figure 4 , Figure 6 As shown, in the first state, when the transmission unit 22 moves along the second direction, it drives the output shaft 322 to rotate around its own axis through the gear sector 321. The force between the transmission unit 22 and the gear sector 321 along the axial direction of the transmission unit 22 is the second force, and the second pressure is greater than 0; wherein, the second force is greater than the first force. When the driver makes a large turn by inputting the steering wheel for emergency obstacle avoidance, and the transmission unit 22 outputs a large second force to the gear sector 321, or when the steering wheel quickly contacts a protrusion on the ground, and the steering wheel outputs a large second force to the transmission unit 22 through the gear sector 321, the steering unit and / or the gear sector 321 will deform, allowing the first and second meshing areas to simultaneously abut against the steering unit, thus dispersing the pressure on the gear sector 321 and the steering unit, thereby extending their service life. When the force between the transmission unit 22 and the gear sector 321 along the axial direction of the transmission unit 22 is the first force, the deformation of the steering unit and / or the gear sector 321 can be restored.

[0046] Furthermore, such as Figure 3 As shown, the transmission unit 22 has a complex structure, resulting in high manufacturing costs. If a machining error occurs during the further modification of the tooth thickness on the transmission unit 22, the high-cost transmission unit 22 will be scrapped, increasing costs and reducing machining efficiency. The maximum tooth thickness of the gear sector 321 in the second meshing region is less than the maximum tooth thickness of the gear sector 321 in the first meshing region. The structure of the gear sector 321 is simpler than that of the transmission unit 22, achieving a smaller set clearance on the first side than on the second side, thus reducing costs.

[0047] Furthermore, the tooth thickness of the gear sector 321 can smoothly transition from the first meshing region to the second meshing region, and the tooth thickness of the gear sector 321 in the second meshing region can gradually decrease along the first direction, so that after the gear sector 321 and the transmission unit 22 wear, the compensation unit 33 drives the gear sector 321 to move along the first direction more smoothly.

[0048] Furthermore, such as Figure 5 As shown, the compensation unit 33 includes a compensation screw 331 and a compensation spring 334; the compensation screw 331 is detachably connected to the third housing unit 31; the compensation screw 331, the compensation spring 334, and the output shaft 322 are arranged sequentially; the compensation screw 331 and the output shaft 322 compress the two ends of the compensation spring 334 axially, compressing the length of the compensation spring 334, thereby compensating for the deformation of the spring 334 and allowing the compensation spring 334 to store elastic force. The end of the output shaft 322 away from the compensation spring 334 can be used to cooperate with the steering tie rod mechanism of the automobile, thereby driving the steering wheels of the automobile to steer. The working state also includes the release of elastic force when the compensation spring 334 recovers its deformation, thereby applying a force to the output shaft 322 to move in the first direction, so that the gear sector 321 abuts against the transmission unit 22. When a gap is generated between the transmission unit 22 and the gear sector 321 along the circumference of the gear sector 321, causing the transmission unit 22 and the gear sector 321 to be unable to abut, the elastic force released by the compensation spring 334 can allow the gear sector 321 to move in the first direction, so that the gear sector 321 always abuts against the transmission unit 22, thus extending the service life of the self-compensating steering device.

[0049] Furthermore, such as Figure 5 As shown, the compensation unit 33 also includes a compensation baffle 333; one end of the compensation baffle 333 is connected to the compensation screw 331, and the other end is connected to the compensation spring 334; the compensation baffle 333 moves along the axial direction of the compensation screw 331. When the car turns, the output shaft 322 rotates relative to the third housing unit 31, the compensation screw 331 and the third housing unit 31 are relatively fixed, and the compensation spring 334 rotates relative to the third housing unit 31 along with the output shaft 322. The compensation spring 334 is used to provide the driving force for driving the gear sector 321 to move in the first direction. It is a key component for achieving a stable contact between the gear sector 321 and the transmission unit 22. This arrangement can avoid friction between the compensation spring 334 and the compensation screw 331 around the central axis of the compensation screw 331, thus extending the service life of the compensation spring 334.

[0050] Furthermore, such as Figure 5 As shown, the output unit 32 also includes a compensation groove 323; the compensation groove 323 is recessed from the end of the output shaft 322 near the compensation screw 331 toward the direction away from the compensation screw 331; the compensation baffle 333, the compensation spring 334, and part of the compensation screw 331 are disposed in the compensation groove 323; the bottom of the compensation groove 323 (the bottom of the compensation groove 323 can be such as...) Figure 5The left side shown is connected to the end of the compensation spring 334 away from the compensation screw 331, so that the axial dimension of the output shaft 322 coincides with the axial dimension of the compensation baffle 333, the compensation spring 334, and the partial compensation screw 331, respectively, thereby reducing the dimension of the compensation steering device along the axial direction of the output shaft 322 and thus realizing the compactness of the self-compensating steering device.

[0051] Furthermore, such as Figure 5 As shown, the compensating screw 331 includes a connecting rod 3311 and a limiting rod 3312; the connecting rod 3311 and the limiting rod 3312 are connected sequentially along the axial direction of the connecting rod 3311; the compensating baffle 333, the limiting rod 3312, and the connecting rod 3311 are arranged sequentially; the connecting rod 3311 is detachably connected to the third housing unit 31.

[0052] The compensation unit 33 also includes a compensation nut 332; the inner peripheral wall of the compensation nut 332 is sleeved on the outer peripheral side of the connecting rod 3311; the outer peripheral wall of the compensation nut 332 is detachably connected to the inner peripheral wall of the compensation groove 323; the projection area of ​​the inner peripheral surface of the compensation nut 332 towards the limiting rod 3312 coincides with part of the limiting rod 3312; the axial distance between one end of the compensation nut 332 and the side of the limiting rod 3312 away from the compensation baffle 333 along the axial direction of the compensation nut 332 is less than a set distance, which can be less than or equal to 3mm, thereby allowing the compensation nut 332 to limit the range of movement of the connecting rod 3311 along its own axial direction, and allowing the limiting rod 3312 to compress the compensation spring 334 to deformation through the compensation baffle 333 and the compensation groove 323, thereby allowing the compensation spring 334 to store elastic force. The compensation nut 332 can also limit the range of movement of the connecting rod 3311 along its own radial direction, reducing the shaking of the connecting rod 3311 during the use of the self-compensating steering device. When the connection between the connecting rod 3311 and the third housing unit 31 fails, the connection between the compensating nut 332 and the compensating groove 323 can also prevent the limiting rod 3312 from moving to a position spaced apart from the compensating spring 334.

[0053] Furthermore, such as Figure 5 As shown, the area where the compensating screw 331 abuts against the compensating baffle 333 is the first set area; the area projected by the compensating screw 331 toward the compensating baffle 333 is the second set area; the area of ​​the first set area is smaller than that of the second set area. In this way, less heat is generated when the compensating baffle 333 and the compensating screw 331 rotate relative to each other around the central axis of the compensating screw 331, which can improve the durability of the compensating screw 331 and the compensating baffle 333.

[0054] Furthermore, the transmission unit 22 includes a lead screw shaft 221, rolling elements, and a toothed nut 222; the lead screw shaft 221 is slidably connected to the second housing unit 21; the toothed nut 222 is sleeved on the outer periphery of the lead screw shaft 221; the rolling elements are disposed between the lead screw shaft 221 and the toothed nut 222; the rolling elements are respectively rolledly connected to the lead screw shaft 221 and the toothed nut 222, and the rolling connection can reduce friction and heat generated during use; the lead screw shaft 221 is drivenly connected to the toothed nut 222 through the rolling elements; when the lead screw shaft 221 rotates around its own axis, it can drive the toothed nut 222 to move in the second direction. The lead screw nut 222 is driven to connect with the sector screw 321; the area where the sector screw 321 meshes with the lead screw nut 222 is a set meshing area; the working state also includes the lead screw nut 222 moving in the second direction, driving the output shaft 322 to rotate around its own axis via the sector screw 321, and the compensation unit 33 applying a force to the output shaft 322 moving in the first direction, causing the sector screw 321 to abut against the lead screw nut 222; wherein, the second direction is the axial direction of the lead screw shaft 221. Figure 1 , Figure 2 As shown, the third shell unit 31 includes a support end shell 311 and an output end shell 312; the support end shell 311, the output end shell 312, and the second shell unit 21 are interconnected; the support end shell 311 is detachably connected to the compensation unit 33; and the output end shell 312 is movably connected to the output unit 32.

[0055] In other embodiments, such as Figure 1 , Figure 2 As shown, the self-compensating steering device also includes a drive assembly 10; the drive assembly 10 includes a first housing unit 11 and a drive unit; the drive unit includes a drive section and a reduction section; the first housing unit 11 is connected to the second housing unit 21 and / or the third housing unit 31; the drive section is connected to the first housing unit 11; the reduction section is driven to the drive section; the reduction section is driven to the transmission unit 22; the rotational speed of the drive section is greater than the rotational speed of the transmission assembly 20, so that the gear sector 321 can be driven to rotate around the central axis of the output shaft 322 using a drive unit with a smaller torque.

[0056] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. A self-compensating steering device, characterized in that, The self-compensating steering device comprises: A transmission assembly comprising a second shell unit and a transmission unit, wherein the second shell unit is in sliding connection with the transmission unit; An output assembly comprising a third shell unit, an output unit, and a compensation unit, wherein the output unit comprises a toothed fan and an output shaft, the toothed fan is in outer peripheral wall connection with the output shaft, the second shell unit is in detachable connection with the third shell unit, the output shaft is in movable connection with the third shell unit, the compensation unit is in detachable connection with the third shell unit, the transmission unit is in driving connection with the toothed fan, the compensation unit is in driving connection with the output shaft, the region where the toothed fan is in meshing with the transmission unit is a set meshing region, and the distance L between the set meshing region and the central axis of the output shaft gradually decreases in a first direction; The working state of the self-compensating steering device comprises that when the transmission unit moves in a second direction, the output shaft is driven to rotate around its own axis by the toothed fan, and the compensation unit applies an acting force in the first direction to the output shaft, so that the toothed fan is in abutment with the transmission unit, wherein the second direction is the length direction of the transmission unit; The region on the transmission unit for meshing with the toothed fan is a driving meshing region, the region on the toothed fan for meshing with the transmission unit is a driven meshing region, the driven meshing region comprises a first meshing region and a second meshing region, and the first meshing region and the second meshing region are sequentially arranged in the first direction; The working state comprises a first state and a second state, the first state comprises that when the transmission unit moves in a second direction, the output shaft is driven to rotate around its own axis by the toothed fan, the compensation unit applies an acting force in the first direction to the output shaft, so that the second meshing region applies a second pressure to the driving meshing region and the first meshing region applies a first pressure to the driving meshing region, the set gap on the first side is smaller than the set gap on the second side, wherein the first pressure is greater than the second pressure, the first side and the second side are sequentially arranged in the first direction, and the set gap is the gap between the toothed fan and the transmission unit in the set meshing region in the circumferential direction of the toothed fan; The second state comprises that when the transmission unit moves in a second direction, the output shaft is driven to rotate around its own axis by the toothed fan, the toothed fan moves a set distance in the first direction, and then the second meshing region applies a fourth pressure to the driving meshing region and the first meshing region applies a third pressure to the driving meshing region, wherein the fourth pressure is greater than the second pressure and the third pressure is greater than the second pressure.

2. The self-compensating steering device according to claim 1, wherein In the first state, when the acting force between the transmission unit and the toothed fan in the axial direction of the transmission unit is a first acting force, the second pressure is equal to 0.

3. The self-compensating steering device according to claim 2, wherein The first state is when the transmission unit and the tooth fan along the transmission unit axial force is a second force, the second pressure is greater than 0; wherein the second force is greater than the first force.

4. The self-compensating steering device according to claim 1, wherein, The maximum tooth thickness of the tooth fan in the second meshing area is less than the maximum tooth thickness of the tooth fan in the first meshing area.

5. The self-compensating steering device according to claim 1, wherein, The compensation unit comprises a compensation screw, a compensation spring; the compensation screw is detachably connected with the third shell unit; the compensation screw, the compensation spring and the output shaft are sequentially arranged; the compensation screw and the output shaft extrude the two ends of the compensation spring in the axial direction, so that the compensation spring is compressed to deform; The working state further includes that when the compensation spring recovers the deformation, the elastic force is released, thereby exerting an action force on the output shaft in the first direction, so that the tooth fan abuts against the transmission unit.

6. The self-compensating steering device according to claim 5, wherein, The compensation unit further comprises a compensation baffle; one end of the compensation baffle is connected with the compensation screw, and the other end is connected with the compensation spring; the compensation baffle moves along the axial direction of the compensation screw.

7. The self-compensating steering device according to claim 6, wherein, The output unit further comprises a compensation groove; the compensation groove is recessed from the end of the output shaft close to the compensation screw to the direction away from the compensation screw; the compensation baffle, the compensation spring and part of the compensation screw are arranged in the compensation groove; the bottom of the compensation groove is connected with the end of the compensation spring away from the compensation screw.

8. The self-compensating steering device according to claim 7, wherein, The compensation screw comprises a connecting rod and a limiting rod; the connecting rod and the limiting rod are sequentially connected along the axial direction of the connecting rod; the compensation baffle, the limiting rod and the connecting rod are sequentially arranged; the connecting rod is detachably connected with the third shell unit; The compensation unit further comprises a compensation nut; the inner circumferential wall of the compensation nut is sleeved on the outer circumferential side of the connecting rod; the projection area of the inner circumferential surface of the compensation nut in the direction of the limiting rod coincides with part of the limiting rod; the outer circumferential wall of the compensation nut is detachably connected with the inner circumferential wall of the compensation groove; the distance between the axial end of the compensation nut and the side of the limiting rod away from the compensation baffle along the axial direction of the compensation nut is less than the set distance.

9. The self-compensating steering device according to claim 6, wherein, The area where the compensation screw abuts against the compensation baffle is a first set area; the area projected by the compensation screw in the direction of the compensation baffle is a second set area; the area of the first set area is less than the area of the second set area.

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