Gap adjustment mechanism, steering system, and mobile terminal

Abstract

The application discloses a gap adjusting mechanism, a steering system and a movable terminal, and belongs to the technical field of vehicles. The steering system comprises a shell, a steering part, a rotating part, a transmission part and a first gap adjusting mechanism. The transmission part, the rotating part and the first gap adjusting mechanism are arranged in the shell, and the steering part, the transmission part and the first gap adjusting mechanism are sequentially connected along a first direction. An end of the steering part, which is away from the transmission part, extends out of the shell and is connected with wheels of a first terminal. The first gap adjusting mechanism is used for adjusting a gap between the transmission part and an inner wall of the shell. The rotating part is connected with the transmission part, and the rotating part can rotate to drive the transmission part to move along the first direction, so as to drive the steering part to rotate the wheels of the first terminal.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a clearance adjustment mechanism, a steering system, and a mobile terminal. Background Technology

[0002] The vehicle steering system is a core assembly that affects the overall vehicle handling safety and driving stability. Its technological development has always focused on improving steering flexibility and adaptability to various scenarios.

[0003] The clearance between the various components of the steering system is crucial for ensuring driving safety and driving feel. If the clearance is too large or too small, it will directly affect steering performance, such as driving feedback. For example, with long-term vehicle use, the various components of the steering system may wear down due to relative movement, causing the clearance between components to increase. This can easily lead to abnormal noises and even reduce the steering system's performance.

[0004] Therefore, a feasible solution is urgently needed to adjust the clearances between the various components of the steering system in a timely and effective manner, thereby improving the steering performance of the steering system. Summary of the Invention

[0005] This application provides a clearance adjustment mechanism, a steering system, and a movable terminal, which can adjust the clearance between various components of the steering system in a timely and effective manner, thereby improving the steering performance of the steering system.

[0006] In a first aspect, embodiments of this application provide a clearance adjustment mechanism applied to a steering system. The steering system includes a housing, a steering component, a rotating component, and a transmission component. The rotating component, the transmission component, and the clearance adjustment mechanism are all disposed within the housing. The steering component, the transmission component, and the clearance adjustment mechanism are sequentially connected along a first direction. The end of the steering component away from the transmission component extends out of the housing and is connected to a wheel at a first terminal. The rotating component is connected to the transmission component, and the rotating component can rotate to move the transmission component along the first direction, thereby driving the steering component to pull the wheel at the first terminal to rotate. The clearance adjustment mechanism is used to adjust the clearance between the transmission component and the inner wall of the housing.

[0007] The gap adjustment mechanism includes: a mounting component, a first elastic component, and a first adjusting component. The mounting component and the transmission component are fixedly connected along a first direction. The mounting component has a mounting hole, the first elastic component is disposed in the mounting hole, and the first adjusting component is disposed between the first elastic component and the inner wall of the housing. The two ends of the first elastic component abut against the bottom surface of the mounting hole and the first adjusting component, respectively. The first adjusting component can move along the first direction under the drive of the transmission component to change the force applied by the first adjusting component to the first elastic component, thereby changing the gap between the transmission component and the inner wall of the housing.

[0008] In this embodiment, the first adjusting member can move along the first direction under the drive of the transmission member and apply a certain force to the first elastic member. By changing the force applied by the first adjusting member to the first elastic member, the extension and contraction of the first elastic member can be adjusted, thereby adjusting the gap between the mounting member and the inner wall of the housing. Since the mounting member and the transmission member are fixedly connected along the first direction, the gap between the transmission member and the inner wall of the housing can be adjusted, ensuring that the gap between the transmission member and the inner wall of the housing is neither too large nor too small in any direction. This avoids collision between the transmission member and the inner wall of the housing when moving along the first direction, effectively improving the rigidity of the transmission member during movement. Furthermore, the gap adjustment mechanism is located at the end of the transmission member along the first direction, without occupying the movable length of the transmission member along the first direction, increasing the effective stroke of the wheel steering for transmission members of the same size, and improving the range of steering angles. Therefore, through the gap adjustment mechanism in this embodiment, the gap between the transmission member and the inner wall of the housing can be adjusted in a timely and effective manner, thereby effectively improving the rigidity of the transmission member during movement and increasing the range of steering angles of the wheel, thus improving the steering performance of the steering system.

[0009] In one possible implementation, the mounting component includes an adjusting shaft and a fixing part. The fixing part is sleeved on the adjusting shaft along a first direction, with both ends of the adjusting shaft extending out of the fixing part. One end of the adjusting shaft is connected to a transmission member along the first direction. The fixing part has a through hole, and the adjusting shaft includes an outer diameter changing section. The outer diameter changing section closes the opening at one end of the through hole to form a mounting hole, and the outer wall surface of the outer diameter changing section forms the bottom surface of the mounting hole. The outer diameter of the outer diameter changing section gradually changes along the first direction. The adjusting shaft can move relative to the fixing part and the transmission member along the first direction to change the force applied by the outer diameter changing section to the first elastic member, thereby changing the gap between the transmission member and the inner wall of the housing.

[0010] In this embodiment, the adjusting shaft can move relative to the fixed part and the transmission member along the first direction, and the outer diameter changing section of the adjusting shaft applies a certain force to the first elastic member. By changing the moving length of the adjusting shaft along the first direction, the force applied to the first elastic member by the outer diameter changing section of the adjusting shaft can be changed, thereby adjusting the extension and contraction of the first elastic member, and thus adjusting the gap between the mounting part and the inner wall of the housing, thereby driving the adjustment of the gap between the transmission member and the inner wall of the housing. This ensures that the gap between the transmission member and the inner wall of the housing in each direction is neither too large nor too small, preventing the transmission member from colliding with the inner wall of the housing when moving along the first direction, and effectively improving the rigidity of the transmission member during movement.

[0011] In one possible implementation, the adjusting shaft further includes a first threaded section and a second threaded section. The first threaded section and the second threaded section are respectively fixed to both ends of the outer diameter changing section along a first direction. The first threaded section and the transmission member are threadedly connected along the first direction, and the second threaded section and the fixing part are threadedly connected along the first direction.

[0012] In this embodiment, by designing the first threaded section and the transmission component to be threadedly connected along the first direction, the clearance adjustment mechanism can be set at the end of the transmission component along the first direction, thereby increasing the effective steering stroke of the lower wheel of the same size transmission component, improving the steering angle range, and improving the steering performance of the steering system.

[0013] In one possible implementation, the end of the transmission component away from the steering component is provided with a threaded hole, and a first threaded segment extends into the threaded hole of the transmission component and is threadedly connected to the transmission component.

[0014] In this embodiment, by extending the first threaded section into the threaded hole of the transmission component and threadedly connecting it to the transmission component along the first direction, the clearance adjustment mechanism can be set at the end of the transmission component along the first direction. This can increase the effective stroke of the lower wheel of the same size transmission component, improve the range of steerable angles, and improve the steering performance of the steering system.

[0015] In one possible implementation, the fixing part includes: a first fixing section and a second fixing section. The first fixing section is provided with a first fixing hole, the inner diameter of which gradually changes along a first direction, and the first fixing section is sleeved on the outer diameter changing section along the first direction; the second fixing section is provided with a second fixing hole, which is a threaded hole, and a second threaded section extends into the second fixing hole and is threadedly connected to the second fixing section along the first direction.

[0016] In this embodiment, by designing the first fixed section sleeved on the outer diameter changing section and the second fixed section threadedly connected to the second threaded section, the fixed connection between the adjusting shaft and the fixed part can be achieved, thus ensuring the stability and reliability of the internal structure of the mounting component.

[0017] In one possible implementation, the clearance adjustment mechanism further includes a bushing. The bushing is disposed on the bottom surface of the mounting hole, and the first elastic element abuts against the bottom surface of the mounting hole via the bushing.

[0018] In this embodiment, the first elastic element abuts against the bottom surface of the mounting hole through a bushing. The bushing can act as a pad for the first elastic element, reducing wear and noise during expansion and contraction, and extending the service life of the first elastic element.

[0019] In one possible implementation, the clearance adjustment mechanism further includes a clamping wedge. The two ends of the clamping wedge abut against the bottom surface of the mounting hole and the first elastic element, respectively.

[0020] In one possible implementation, the inner wall of the housing is provided with a guide rail groove, and the first adjusting member is disposed between the first elastic member and the guide rail groove.

[0021] In this embodiment, a guide rail groove is provided on the inner wall of the housing, and the first adjusting member is disposed between the first elastic member and the guide rail groove. This can reduce the frictional force of the first adjusting member moving in the first direction, thereby reducing the resistance of the transmission member moving in the first direction and making the steering of the wheel smoother.

[0022] In one possible implementation, the first adjusting member described above includes any one of the following: a steel ball, a slider, or a roller.

[0023] Secondly, this application provides a clearance adjustment mechanism applied to a steering system. The steering system includes a housing, a steering component, a rotating component, and a transmission component. The rotating component and the transmission component are both housed within the housing. The steering component and the transmission component are sequentially connected along a first direction. The end of the steering component away from the transmission component extends out of the housing and is connected to a wheel at a first terminal. The clearance adjustment mechanism is connected to the housing. The clearance adjustment mechanism and the rotating component are located on opposite sides of the transmission component along a second direction, with the first direction perpendicular to the second direction. The rotating component and the transmission component are connected. The rotating component can rotate to move the transmission component along the first direction, thereby driving the steering component to pull the wheel at the first terminal to rotate. The clearance adjustment mechanism is used to adjust the clearance between the transmission component and the rotating component.

[0024] The gap adjustment mechanism includes a second adjusting member. A portion of the second adjusting member is located outside the housing, and another portion of the second adjusting member extends into the housing, with the second adjusting member abutting against the transmission member. The second adjusting member is movable in a second direction to change the force applied by the second adjusting member to the transmission member, thereby changing the gap between the transmission member and the rotating member.

[0025] In this embodiment, the second adjusting member can move along a second direction and apply a certain force to the transmission member. Since the rotating member and the transmission member are connected, the force applied to the transmission member by the second adjusting member can be changed by altering its movement length along the second direction. This allows adjustment of the gap between the transmission member and the rotating member, ensuring that the gap is not too large, preventing collisions and abnormal noises, or that the gap is not too small, avoiding difficulty in wheel rotation. Therefore, the gap adjustment mechanism in this embodiment can effectively and promptly adjust the gap between the transmission member and the rotating member, improving the steering performance of the steering system.

[0026] In one possible implementation, the gap adjustment mechanism further includes a second elastic member. The second adjustment member abuts against the transmission member via the second elastic member; one end of the second elastic member abuts against the second adjustment member, and the other end of the second elastic member abuts against the transmission member.

[0027] In this embodiment, the second adjusting member abuts against the transmission member through the second elastic member, which allows the force applied by the second adjusting member to the transmission member to have elastic space. Thus, the gap between the transmission member and the rotating member can be flexibly adjusted within the elastic space, so that the rotating member can rotate in various steering scenarios to make the transmission member move along the first direction, thereby driving the steering member to pull the wheel of the first terminal to rotate.

[0028] In one possible implementation, the clearance adjustment mechanism further includes a clamping member. The second elastic member abuts against the transmission member via the clamping member; one end of the clamping member abuts against the second elastic member, and the other end of the clamping member abuts against the transmission member.

[0029] In this embodiment, the second elastic element abuts against the transmission element through the clamping element, which can reduce the friction at the contact point with the transmission element, reduce the resistance to the movement of the transmission element, and make the steering of the wheel smoother.

[0030] Thirdly, embodiments of this application provide a steering system, which includes: a housing, a steering component, a rotating component, a transmission component, a first clearance adjustment mechanism, and / or a second clearance adjustment mechanism. The transmission component, the rotating component, and the first clearance adjustment mechanism are all disposed within the housing, and the steering component, the transmission component, and the first clearance adjustment mechanism are sequentially connected along a first direction. The end of the steering component away from the transmission component extends out of the housing and is connected to a wheel at a first terminal. The first clearance adjustment mechanism is used to adjust the clearance between the transmission component and the inner wall of the housing. The second clearance adjustment mechanism is connected to the housing, and the second clearance adjustment mechanism and the rotating component are located on opposite sides of the transmission component along a second direction, with the first direction perpendicular to the second direction. The second clearance adjustment mechanism is used to adjust the clearance between the transmission component and the rotating component. The rotating component is connected to the transmission component, and the rotating component can rotate to move the transmission component along the first direction, thereby driving the steering component to pull the wheel at the first terminal to rotate.

[0031] In this embodiment, a steering system is configured for the wheels of the first terminal. The rotating component rotates to move the transmission component along a first direction, thereby driving the steering component to rotate the wheels of the first terminal, achieving terminal steering. This system can achieve steering using a two-wheel linkage steering method (a steering trapezoidal shape suitable for steering at all vehicle speeds) or a four-wheel distributed independent steering method, allowing for independent and flexible adjustment of the steering angle of each wheel. Therefore, the steering system in this embodiment satisfies both the advantages of two-wheel linkage steering and four-wheel distributed independent steering, thus improving the steering performance. Furthermore, the gap between the transmission component and the inner wall of the housing can be adjusted to effectively improve the rigidity of the transmission component during movement; and / or, the gap between the transmission component and the rotating component can be adjusted to prevent excessive gaps that could cause collisions and abnormal noises, or to prevent excessive gaps that could make wheel rotation difficult, thereby improving the steering performance of the steering system.

[0032] In one possible implementation, the first gap adjustment mechanism is the gap adjustment mechanism described in the first aspect, and / or the second gap adjustment mechanism is the gap adjustment mechanism described in the second aspect.

[0033] In one possible implementation, the rotating component includes a gear, and the transmission component includes a rack, with the gear meshing with the rack; or, the rotating component includes a nut, and the transmission component includes a lead screw, with the nut sleeved on the lead screw, and the nut and lead screw being threaded together.

[0034] In this embodiment, the steering component can be driven to rotate the wheel of the first terminal by meshing with a gear and rack to achieve terminal steering, or the steering component can be driven to rotate the wheel of the first terminal by a nut and a threaded connection to a lead screw to achieve terminal steering.

[0035] In one possible implementation, the steering system further includes a first limiting member and a second limiting member. Along a first direction, the first limiting member is disposed between the transmission member and the first clearance adjustment mechanism, and the second limiting member is disposed on the inner wall of the housing; when the transmission member moves to a first position along the direction pointing towards the wheel at the first end, the first limiting member abuts against the second limiting member.

[0036] In this embodiment, by providing a first limiting member between the transmission member and the first clearance adjustment mechanism, and providing a second limiting member on the inner wall of the housing, when the transmission member moves to its limit in the direction pointing towards the wheel of the first terminal, the first limiting member abuts against the second limiting member, restricting the transmission member from continuing to move in the direction pointing towards the wheel of the first terminal, so that the wheel of the terminal has a reasonable and effective steering angle range.

[0037] Optionally, the housing includes a first receiving groove, a second receiving groove, and a third receiving groove that are sequentially connected along a first direction. The inner diameter of the first receiving groove is larger than the inner diameter of the second receiving groove, so as to form a first stepped surface between the first and second receiving grooves. The inner diameter of the third receiving groove is larger than the inner diameter of the second receiving groove, so as to form a second stepped surface between the third and second receiving grooves. A second limiting member is disposed on the second stepped surface. Alternatively, it is not necessary to additionally provide a second limiting member; the second stepped surface can be used directly as the limiting member, such that when the transmission member moves to the first position along the direction pointing to the wheel of the first terminal, the first limiting member abuts against the second stepped surface.

[0038] In one possible implementation, the steering system further includes a fixing member. A stepped portion is provided at the end of the transmission member away from the steering member, and the end of the stepped portion away from the transmission member abuts against a first clearance adjustment mechanism; the outer diameter of the stepped portion is smaller than the outer diameter of the transmission member, so as to form a stepped surface between the transmission member and the stepped portion; a first limiting member and a fixing member are both sleeved on the stepped portion, and the two ends of the first limiting member abut against the stepped surface and the fixing member respectively along a first direction.

[0039] In this embodiment, by having the two ends of the first limiting member abut against the step surface and the fixing member respectively along the first direction, the first limiting member can be fixed between the step surface and the fixing member without the need for the first gap adjustment mechanism. This decouples the assembly of the first limiting member from the assembly of the first gap adjustment mechanism, thereby improving the assembly efficiency of each component.

[0040] Optionally, the fastener is a nut, the stepped portion has external threads, the fastener is fitted onto the stepped portion and threadedly connected to the stepped portion.

[0041] In one possible implementation, the steering system further includes a third limiting member. The third limiting member is disposed on the inner wall of the housing along a first direction; when the transmission member moves to a second position along the direction pointing to the wheel at the first end, the third limiting member abuts against the steering member.

[0042] In this embodiment, by providing a third limiting member on the inner wall of the housing, when the transmission member moves to its limit in the direction pointing towards the wheel of the first terminal, the third limiting member abuts against the steering member, restricting the transmission member from continuing to move in the direction pointing towards the wheel of the first terminal, so that the wheel of the terminal has a reasonable and effective steering angle range.

[0043] Optionally, the housing includes a first receiving groove, a second receiving groove, and a third receiving groove that are sequentially connected along a first direction. The inner diameter of the first receiving groove is larger than the inner diameter of the second receiving groove, so as to form a first stepped surface between the first and second receiving grooves. The inner diameter of the third receiving groove is larger than the inner diameter of the second receiving groove, so as to form a second stepped surface between the third and second receiving grooves. A third limiting member is disposed on the first stepped surface. Alternatively, it is not necessary to additionally provide a third limiting member; the first stepped surface can be used directly as a limiting member, such that when the transmission member moves to the second position in the direction pointing towards the wheel of the first end, the first stepped surface abuts against the steering member.

[0044] In one possible implementation, the steering component includes a first rod, a second rod, and a third rod. A portion of the first rod is located inside the housing, while another portion of the first rod, the second rod, and the third rod are located outside the housing. One end of the first rod is connected to a transmission component, the other end of the first rod is connected to one end of the second rod, the other end of the second rod is connected to one end of the third rod, and the other end of the third rod is connected to a wheel at the first terminal. The axial direction of the third rod is perpendicular to the axial direction of the second rod.

[0045] In one possible implementation, the steering component further includes a first ball joint and / or a second ball joint. The first ball joint is disposed between the second rod and the first rod, and the second rod is rotatably connected to the first rod via the first ball joint; the second ball joint is disposed between the first rod and the transmission component, and the first rod is rotatably connected to the transmission component via the second ball joint.

[0046] In this embodiment, the links can be rotatably connected by ball joints, making the movement of each link of the steering component more flexible and adjustable, thereby making the wheel steering more flexible and adjustable, and meeting the differentiated steering needs of multiple scenarios.

[0047] In one possible implementation, the steering component further includes a bellows. The bellows is sleeved on the first rod, with one end connected to the housing and the other end connected to the first ball joint.

[0048] In this embodiment, by connecting the two ends of the bellows to the housing and the first ball joint respectively, a portion of the steering component extending outside the housing can form a sealed space with the housing, preventing dust, rainwater and other impurities from entering the housing and avoiding affecting the normal movement of the transmission and rotating components. Furthermore, based on the flexibility and extensibility of the bellows, the noise generated when the various rods of the steering component move can be reduced.

[0049] In one possible implementation, the steering system further includes a drive member. The drive member drives the rotating member to rotate, thereby causing the transmission member to move in a first direction, which in turn drives the steering member to pull the wheel of the first end to rotate.

[0050] In one possible implementation, the driving component includes a motor, a worm gear, and a worm wheel; the motor drives the worm wheel through the worm gear to rotate the rotating component.

[0051] In one possible implementation, the steering system further includes an angle sensor. The angle sensor is connected to the rotating component and is used to acquire rotational parameters of the rotating component, such as rotational speed and rotational frequency.

[0052] Fourthly, embodiments of this application provide a terminal that includes at least one clearance adjustment mechanism as described in the first aspect, or the clearance adjustment mechanism as described in the second aspect, or the steering system as described in the third aspect.

[0053] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this. Attached Figure Description

[0054] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0055] Figure 1 A schematic diagram of a vehicle steering scenario provided in an embodiment of this application; Figure 2 This is a cross-sectional schematic diagram of a steering system provided in an embodiment of this application; Figure 3A A cross-sectional schematic diagram of a gap adjustment mechanism provided in an embodiment of this application; Figure 3B A cross-sectional schematic diagram of another clearance adjustment mechanism provided in an embodiment of this application; Figure 4 A cross-sectional schematic diagram of an outer diameter variation section provided in an embodiment of this application; Figure 5 A cross-sectional schematic diagram of another clearance adjustment mechanism provided in an embodiment of this application; Figure 6 This is a schematic diagram of a vehicle steering architecture provided in an embodiment of this application. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0057] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0058] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0059] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0060] In the description of this application, the terms "center," "upper," "lower," "vertical," "horizontal," "inner," "outer," "left," and "side," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. It should be understood that the Z-direction, Y-direction, etc., mentioned in some embodiments of this application are referenced to the XYZ Cartesian coordinate system to facilitate the description of features in this solution, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation.

[0061] In the embodiments of this application, the term "end" appearing in terms such as "one end", "the other end", "end", "free end", "upper end", "lower end", and "connecting end" is not limited to end head, end point, or end face, but also includes a portion extending axially and / or radially from the end head, end point, or end face on the device or element to which the end head, end point, or end face belongs.

[0062] Please see Figure 1 , Figure 1 This is a schematic diagram of a vehicle steering scenario provided in an embodiment of this application.

[0063] like Figure 1 As shown, this is a traditional steering scheme employing a two-wheel linkage mechanical structure with a steering trapezoid as its core. When the driver turns the steering wheel, the steering torque is sequentially transmitted to the steering column and the steering gear (…). Figure 1 The core component of the mid-chassis area, the steering gear, converts the input rotational motion into linear thrust, driving the steering tie rod ( Figure 1 The steering tie rod (a segmented link connecting the left and right front wheels) moves. The thrust of the steering tie rod is transmitted to the left and right steering trapezoidal arms (the components connecting the tie rod to the front wheel steering knuckles), causing the two front wheels to turn synchronously.

[0064] Understandably, the aforementioned two-wheel linkage mechanical structure with the steering trapezoid as its core has advantages such as high technological maturity, controllable manufacturing costs, and strong adaptability to all vehicle speed conditions. However, due to the constraints of the fixed geometric parameters of the steering trapezoid, it is difficult to simultaneously meet the differentiated steering needs of multiple scenarios such as low-speed small-radius turning and high-speed stable lane changing.

[0065] To overcome the limitations of mechanical structures, a modular four-wheel independent steering solution can often be used. This solution involves configuring independent actuators at the wheel ends, integrating drive, sensing, and control functions, to achieve independent adjustment of the steering angle of each of the four wheels. However, this technology suffers from drawbacks such as high hardware costs and complex electronic control logic. Furthermore, due to the lack of rigid mechanical connections, its steering stability is insufficient at high speeds, making it suitable only for low- to medium-speed driving scenarios.

[0066] Furthermore, regardless of whether it's a two-wheel linkage mechanical steering system or a modular four-wheel independent steering system, the clearance between the various components of the steering system is crucial to ensuring driving safety and driving feel. If the clearance is too large or too small, it will directly affect the steering performance, such as the driver feedback. For example, with long-term vehicle use, the various components of the vehicle's steering system may experience wear due to relative movement, and the clearance between the components will increase accordingly. This can easily lead to abnormal noises and even reduce the steering system's performance.

[0067] Therefore, there is an urgent need for a feasible solution to meet the differentiated steering requirements in various scenarios and to adjust the clearances between the various components of the steering system in a timely and effective manner, thereby improving the steering performance of the steering system.

[0068] In view of this, this application provides a clearance adjustment mechanism, a steering system and a terminal, relating to the field of vehicle technology. Specifically, it can be applied to the steering of mobile terminals such as vehicles to meet the differentiated steering needs of multiple scenarios, and can adjust the clearance between various components of the steering system in a timely and effective manner to improve the steering performance of the steering system.

[0069] The clearance adjustment mechanism, steering system, and terminal provided in this application will now be described in conjunction with the accompanying drawings.

[0070] Please see Figures 2 to 5 The diagram shows a related schematic of the clearance adjustment mechanism and steering system provided in the embodiments of this application.

[0071] in, Figure 2 This paper shows a cross-sectional schematic diagram of a steering system provided in an embodiment of this application. Figure 3A The diagram shown is a cross-sectional schematic of a gap adjustment mechanism provided in an embodiment of this application. It can be understood that... Figure 3A The cross-sectional view shown may be Figure 2 The diagram shown is a cross-sectional view of a clearance adjustment mechanism in a steering system. Specifically, it could be... Figure 2 The diagram shows a cross-sectional view of the clearance adjustment mechanism obtained by cutting along the dashed line a in the steering system.

[0072] Figure 3B This illustration shows a cross-sectional schematic diagram of another gap adjustment mechanism provided in an embodiment of this application. It can be understood that... Figure 3B The cross-sectional view shown can also be considered as Figure 3A Reasonable deformations or supplements to the shown cross-sectional view, specifically, can be Figure 2 The diagram shows a cross-sectional view of the clearance adjustment mechanism obtained by cutting along the dashed line a in the steering system.

[0073] Figure 4This illustration shows a cross-sectional schematic diagram of an outer diameter variation segment provided in an embodiment of this application. It can be understood that... Figure 4 The cross-sectional view shown may be Figure 3A or Figure 3B The cross-sectional view corresponding to one of the outer diameter changing sections in the clearance adjustment mechanism is shown.

[0074] Figure 5 This illustration shows a cross-sectional schematic diagram of another clearance adjustment mechanism provided in an embodiment of this application. It can be understood that... Figure 5 The cross-sectional view shown may be Figure 2 The diagram shows a cross-sectional view corresponding to another clearance adjustment mechanism in the steering system.

[0075] From the above Figures 2 to 5 As can be seen, the embodiments of this application provide a steering system.

[0076] Specifically, the steering system includes, but is not limited to: The housing 10, the steering component 20, the rotating component 30, the transmission component 40, the first gap adjustment mechanism 50 and / or the second gap adjustment mechanism 60.

[0077] The transmission component 40, the rotating component 30, and the first gap adjustment mechanism 50 are all housed within the housing 10. The steering component 20, the transmission component 40, and the first gap adjustment mechanism 50 are connected sequentially along a first direction, which is... Figure 2 The X-axis indicates the direction. The end of the steering component 20 furthest from the transmission component 40 extends out of the housing 10 and connects to the wheel of the first terminal, which can be the one described above. Figure 1 The vehicle shown. The first clearance adjustment mechanism 50 is used to adjust the clearance between the transmission component 40 and the inner wall of the housing 10.

[0078] The second gap adjustment mechanism 60 is connected to the housing 10. The second gap adjustment mechanism 60 and the rotating member 30 are located on both sides of the transmission member 40 along a second direction, which is... Figure 5 The Z-axis is indicated by the direction of the first direction, which is perpendicular to the second direction (i.e., the X-axis is perpendicular to the Z-axis). The second gap adjustment mechanism 60 is used to adjust the gap between the transmission component 40 and the rotating component 30.

[0079] The rotating component 30 is connected to the transmission component 40. The rotating component 30 can rotate to make the transmission component 40 move in the first direction, so as to drive the steering component 20 to pull the wheel of the first terminal to rotate, thereby realizing the steering of the wheel of the first terminal.

[0080] Optionally, the rotating member 30 includes a gear, and the transmission member 40 includes a rack. In this case, the gear meshes with the rack, and the gear can rotate to move the rack in a first direction, thereby driving the steering member 20 to pull the wheel of the first terminal to rotate, thus realizing the steering of the wheel of the first terminal.

[0081] Optionally, the rotating component includes a nut, and the transmission component includes a lead screw. In this case, the nut is sleeved on the lead screw, and the nut and the lead screw are threaded together. The nut can drive the lead screw to move in the first direction, so as to drive the steering component 20 to pull the wheel of the first terminal to rotate, thereby realizing the steering of the wheel of the first terminal.

[0082] Optionally, for a distributed steering system where the two wheels of the first terminal are decoupled from each other, each wheel's steering system can be equipped with the aforementioned first clearance adjustment mechanism 50 and / or second clearance adjustment mechanism 60. Specifically, for a rack and pinion steering system, one clearance adjustment mechanism is provided on each side of the gear; for a screw and nut steering system, since the nut itself has a limit adjustment function, only one clearance adjustment mechanism needs to be provided on one side.

[0083] Understandably, this application embodiment configures a steering system for the wheels of the first terminal. In this steering system, the rotation of the rotating component 30 causes the transmission component 40 to move along a first direction, thereby driving the steering component 20 to pull the wheels of the first terminal to rotate, achieving terminal steering. It can steer using the steering trapezoidal method employed in two-wheel linkage steering, adapting to steering scenarios at all vehicle speeds, or it can steer using a four-wheel distributed independent steering method, enabling independent and flexible adjustment of the steering angle of each wheel of the terminal. Therefore, the steering system in this application embodiment can satisfy both the advantages of two-wheel linkage steering and the advantages of four-wheel distributed independent steering, thereby improving the steering performance of the steering system.

[0084] Furthermore, the gap between the transmission component 40 and the inner wall of the housing 10 can be adjusted by the first gap adjustment mechanism 50, thereby effectively improving the rigidity of the transmission component 40 during movement; and / or, the gap between the transmission component 40 and the rotating component 30 can be adjusted by the second gap adjustment mechanism 60, so that the gap between the transmission component 40 and the rotating component 30 is not too large, avoiding abnormal noises such as collisions between the transmission component 40 and the rotating component 30, and also ensuring that the gap between the transmission component 40 and the rotating component 30 is not too small, avoiding difficulty in wheel rotation, thereby improving the steering performance of the steering system.

[0085] In one possible embodiment, the steering system described above may also include, but is not limited to: First limiting member 701 and second limiting member 702.

[0086] In this configuration, along a first direction, a first limiting member 701 is disposed between the transmission member 40 and the first gap adjustment mechanism 50, and a second limiting member 702 is disposed on the inner wall of the housing 10. When the transmission member 40 moves to a first position along the direction pointing towards the wheel at the first end, the first limiting member 701 and the second limiting member 702 abut against each other.

[0087] It is understood that by providing a first limiting member 701 between the transmission member 40 and the first gap adjustment mechanism 50, and providing a second limiting member 702 on the inner wall of the housing 10, when the transmission member 40 moves to its limit (i.e., the first position) in the direction pointing towards the wheel of the first terminal, the first limiting member 701 and the second limiting member 702 abut against each other, restricting the transmission member 40 from continuing to move in the direction pointing towards the wheel of the first terminal, so that the wheel of the terminal has a reasonable and effective steering angle range.

[0088] Optionally, the housing 10 includes a first receiving groove 101, a second receiving groove 102 and a third receiving groove 103 that are connected sequentially along a first direction.

[0089] The inner diameter of the first receiving groove 101 is larger than the inner diameter of the second receiving groove 102, so as to form a first stepped surface 102a between the first receiving groove 101 and the second receiving groove 102. The inner diameter of the third receiving groove 103 is larger than the inner diameter of the second receiving groove 102, so as to form a second stepped surface 102b between the third receiving groove 103 and the second receiving groove 102.

[0090] In this case, the second limiting member 702 can be provided on the second step surface 102b. Alternatively, the second step surface 102b can be used directly as the limiting member without the need for an additional second limiting member 702, so that when the transmission member 40 moves to the first position in the direction of the wheel pointing to the first end, the first limiting member 701 abuts against the second step surface 102b.

[0091] In one possible implementation, the steering system described above may also include, but is not limited to: Fastener 80.

[0092] The transmission member 40 has a stepped portion 401 at the end away from the steering member 20, and the end of the stepped portion 401 away from the transmission member 40 abuts against the first clearance adjustment mechanism 50. The outer diameter of the stepped portion 401 is smaller than the outer diameter of the transmission member 40, so as to form a stepped surface 401a between the transmission member 40 and the stepped portion 401. The first limiting member 701 and the fixing member 80 are both sleeved on the stepped portion 401, and the two ends of the first limiting member 701 abut against the stepped surface 401a and the fixing member 80 respectively along the first direction.

[0093] Optionally, the fastener 80 is a nut, the step portion 401 is provided with external threads, the fastener 80 is sleeved on the step portion 401 and threadedly connected to the step portion 401.

[0094] It is understood that by having the two ends of the first limiting member 701 abut against the step surface 401a and the fixing member 80 respectively along the first direction, the first limiting member 701 can be fixed between the step surface 401a and the fixing member 80 without the need for the first gap adjustment mechanism 50, thereby decoupling the assembly of the first limiting member 701 from the assembly of the first gap adjustment mechanism 50 and improving the assembly efficiency of each component.

[0095] In one possible embodiment, the steering system described above may also include, but is not limited to: Third limiting component 703.

[0096] The third limiting member 703 is disposed on the inner wall of the housing 10 along the first direction. When the transmission member 40 moves to the second position along the direction of the wheel pointing to the first end, the third limiting member 703 abuts against the steering member 20.

[0097] It is understood that by providing a third limiting member 703 on the inner wall of the housing 10, when the transmission member 40 moves to the limit (i.e., the second position) in the direction pointing towards the wheel of the first terminal, the third limiting member 703 abuts against the steering member 20, restricting the transmission member 40 from continuing to move in the direction pointing towards the wheel of the first terminal, so that the wheel of the terminal has a reasonable and effective steering angle range.

[0098] Optionally, the housing 10 includes a first receiving groove 101, a second receiving groove 102 and a third receiving groove 103 that are connected sequentially along a first direction.

[0099] The inner diameter of the first receiving groove 101 is larger than the inner diameter of the second receiving groove 102, so as to form a first stepped surface 102a between the first receiving groove 101 and the second receiving groove 102. The inner diameter of the third receiving groove 103 is larger than the inner diameter of the second receiving groove 102, so as to form a second stepped surface 102b between the third receiving groove 103 and the second receiving groove 102.

[0100] In this case, the third limiting member 703 can be provided on the first step surface 102a. Alternatively, the third limiting member 703 can be omitted, and the first step surface 102a can be used directly as the limiting member, so that when the transmission member 40 moves to the second position in the direction of the wheel pointing to the first end, the first step surface 102a abuts against the steering member 20.

[0101] In one possible embodiment, the steering component 20 includes a first lever 201, a second lever 202, and a third lever 203.

[0102] Of these, a portion of the first rod 201 is located inside the housing 10, while the other portion of the first rod 201, the second rod 202, and the third rod 203 are located outside the housing 10. One end of the first rod 201 is connected to the transmission component 40, the other end of the first rod 201 is connected to one end of the second rod 202, the other end of the second rod 202 is connected to one end of the third rod 203, and the other end of the third rod 203 is connected to the wheel of the first terminal. The axial direction of the third rod 203 is perpendicular to the axial direction of the second rod 202.

[0103] Optionally, the aforementioned steering component 20 may also include, but is not limited to, a first ball joint 204 and / or a second ball joint 205.

[0104] The first ball head 204 is disposed between the second rod 202 and the first rod 201, and the second rod 202 is rotatably connected to the first rod 201 through the first ball head 204. The second ball head 205 is disposed between the first rod 201 and the transmission member 40, and the first rod 201 is rotatably connected to the transmission member 40 through the second ball head 205.

[0105] It is understandable that the various rods can be rotatably connected through ball joints, making the movement of each rod of the steering component 20 more flexible and adjustable, thereby making the wheel steering more flexible and adjustable, and meeting the differentiated steering needs of multiple scenarios.

[0106] Optionally, the aforementioned steering component 20 may also include, but is not limited to, a bellows 206.

[0107] The bellows 206 is sleeved on the first rod 201, and one end of the bellows 206 is connected to the housing 10, while the other end of the bellows 206 is connected to the first ball head 204.

[0108] It is understandable that by connecting the two ends of the bellows 206 to the housing 10 and the first ball head 204 respectively, the part of the steering component 20 extending out of the housing 10 can form a sealed space with the housing 10, preventing dust, rainwater and other impurities from entering the housing 10, thus avoiding affecting the normal movement of the transmission component 40 and the rotating component 30. Furthermore, based on the flexibility and extensibility of the bellows 206, the noise generated when the various rods of the steering component 20 move can be reduced.

[0109] In one possible embodiment, the steering system described above may also include, but is not limited to: Drive component 901.

[0110] Optionally, the drive unit 901 may include: a motor 9011, a worm gear 9012, and a worm wheel 9013.

[0111] Among them, the motor 9011 drives the worm wheel 9013 through the worm 9012 to drive the rotating part 30 to rotate.

[0112] It is understood that the driving component 901 is used to drive the rotating component 30 to rotate, so that the transmission component 40 moves along the first direction, thereby driving the steering component 20 to pull the wheel of the first terminal to rotate, so as to realize the terminal steering.

[0113] Optionally, the above-mentioned steering system may also include, but is not limited to: Angle sensor 902.

[0114] The angle sensor 902 is connected to the rotating component 30 and is used to obtain the rotation parameters of the rotating component 30, such as rotation speed and rotation frequency.

[0115] In addition, from the above Figure 3A and Figure 3B As can be seen, the embodiments of this application also provide a gap adjustment mechanism.

[0116] It is understood that the gap adjustment mechanism in this application embodiment can serve as the first gap adjustment mechanism 50 described above, and can be applied to the above-mentioned... Figure 2 The steering system shown is used to adjust the above Figure 2 The clearance between the transmission component 40 and the inner wall of the housing 10 in the steering system shown. Alternatively, the clearance adjustment mechanism in this embodiment can also be considered as an embodiment that can be executed independently, and can also be applied to other types of steering systems, such as traditional non-distributed steering systems, etc., and this application does not limit it in this way. For ease of explanation, the clearance adjustment mechanism is used as the first clearance adjustment mechanism 50 mentioned above as an example for the following description.

[0117] Specifically, the first gap adjustment mechanism 50 includes, but is not limited to: First adjusting component 501, first elastic component 502, mounting component 503.

[0118] The mounting component 503 and the transmission component 40 are fixedly connected along a first direction, which is the direction indicated by the X-axis. The mounting component 503 is provided with a mounting hole 503a. The first elastic component 502 is disposed in the mounting hole 503a. The first adjusting component 501 is disposed between the first elastic component 502 and the inner wall of the housing 10. The two ends of the first elastic component 502 abut against the bottom surface of the mounting hole 503a and the first adjusting component 501, respectively.

[0119] The first adjusting member 501 can move along the first direction under the drive of the transmission member 40, so as to change the force applied by the first adjusting member 501 to the first elastic member 502, thereby changing the gap between the transmission member 40 and the inner wall of the housing 10.

[0120] Optionally, the first adjusting member 501 may include any of the following: a steel ball, a slider, or a roller.

[0121] Optionally, the first elastic element 502 may be a spring or other structural element with elastic expansion and contraction characteristics.

[0122] Optionally, the inner wall of the housing 10 is provided with a guide groove 103a, and the first adjusting member 501 is disposed between the first elastic member 502 and the guide groove 103a.

[0123] It is understood that by providing a guide groove 103a on the inner wall of the housing 10, and placing the first adjusting member 501 between the first elastic member 502 and the guide groove 103a, the frictional force of the first adjusting member 501 moving in the first direction can be reduced, thereby reducing the resistance of the transmission member 40 moving in the first direction and making the steering of the wheel smoother.

[0124] Understandably, the first adjusting member 501 can move along the first direction under the drive of the transmission member 40 and apply a certain force to the first elastic member 502. By changing the force applied by the first adjusting member 501 to the first elastic member 502, the extension and contraction of the first elastic member 502 can be adjusted, thereby adjusting the gap between the mounting member 503 and the inner wall of the housing 10. Since the mounting member 503 and the transmission member 40 are fixedly connected along the first direction, the gap between the transmission member 40 and the inner wall of the housing 10 can be adjusted, so that the gap between the transmission member 40 and the inner wall of the housing 10 in each direction is neither too large nor too small, avoiding collision between the transmission member 40 and the inner wall of the housing 10 when moving along the first direction. This can effectively improve the rigidity of the transmission member 40 during movement, effectively maintain stability and prevent deviation and deformation.

[0125] Furthermore, the first clearance adjustment mechanism 50 is located at the end of the transmission member 40 along the first direction, without occupying the movable length of the transmission member 40 along the first direction, thereby increasing the effective stroke of the lower wheel steering for transmission members 40 of the same size and improving the range of steering angles.

[0126] Therefore, through the first gap adjustment mechanism 50 in this embodiment, the gap between the transmission component 40 and the inner wall of the housing 10 can be adjusted in a timely and effective manner, thereby effectively improving the rigidity of the transmission component 40 during movement and increasing the range of steering angles of the wheels, thereby improving the steering performance of the steering system.

[0127] In one possible embodiment, the mounting component 503 includes an adjusting shaft 5031 and a fixing part 5032.

[0128] The fixing part 5032 is sleeved on the adjusting shaft 5031 along the first direction. Both ends of the adjusting shaft 5031 extend out of the fixing part 5032. One end of the adjusting shaft 5031 is connected to the transmission member 40 along the first direction.

[0129] The fixing part 5032 is provided with a through hole, and the adjusting shaft 5031 closes the opening at one end of the through hole to form a mounting hole 503a. The outer wall surface of the adjusting shaft 5031 forms the bottom surface of the mounting hole 503a. The adjusting shaft 5031 can move relative to the fixing part 5032 and the transmission member 40 in a first direction to change the force applied by the adjusting shaft 5031 to the first elastic member 502, thereby changing the gap between the transmission member 40 and the inner wall of the housing 10.

[0130] Further optionally, the adjusting shaft 5031 includes an outer diameter changing section 50311, the outer diameter changing section 50311 closes the opening at one end of the through hole to form a mounting hole 503a, the outer wall surface of the outer diameter changing section 50311 forms the bottom surface of the mounting hole 503a, and the outer diameter of the outer diameter changing section 50311 gradually changes along a first direction.

[0131] The adjusting shaft 5031 can move relative to the fixed part 5032 and the transmission member 40 in a first direction to change the force applied to the first elastic member 502 by the outer diameter changing section 50311, thereby changing the gap between the transmission member 40 and the inner wall of the housing 10.

[0132] It is understood that the adjusting shaft 5031 can move relative to the fixed part 5032 and the transmission member 40 in the first direction, and the outer diameter changing section 50311 of the adjusting shaft 5031 will apply a certain force to the first elastic member 502. By changing the moving length of the adjusting shaft 5031 in the first direction, the force applied to the first elastic member 502 by the outer diameter changing section 50311 of the adjusting shaft 5031 can be changed, thereby adjusting the extension and contraction of the first elastic member 502, and thus adjusting the gap between the mounting member 503 and the inner wall of the housing 10, thereby driving the adjustment of the gap between the transmission member 40 and the inner wall of the housing 10, so that the gap between the transmission member 40 and the inner wall of the housing 10 in each direction is neither too large nor too small, avoiding the collision between the transmission member 40 and the inner wall of the housing 10 when moving in the first direction, and effectively improving the rigidity of the transmission member 40 during movement.

[0133] Alternatively, you can refer to [the relevant documentation]. Figure 4 , Figure 4 This is a cross-sectional schematic diagram of an outer diameter variation section provided in an embodiment of this application.

[0134] like Figure 4As shown, multiple mounting holes 503a and multiple first elastic elements 502 can be provided, and the mounting holes 503a are perpendicular to the surface of the outer diameter changing section 50311. The outer diameter changing section 50311 is a tapered column. Due to the geometric symmetry of the tapered column, when the multiple first elastic elements 502 are evenly distributed around the circumference of the cone and perpendicular to the cone surface, the multiple first elastic elements 502 all point to the central axis of the cone, which is beneficial for automatic reset after load impact. Furthermore, since the first elastic elements 502 are placed perpendicular to the cone surface, space in the radial direction within the housing 10 can be saved, improving space utilization.

[0135] Furthermore, the conical surface of the outer diameter changing section 50311 decomposes the force (F) applied to the first elastic member 502 into a pressure (F1) perpendicular to the conical surface and a tangential force (F2) parallel to the conical surface. Part of the force in the Y-axis direction is absorbed by the outer diameter changing section 50311 and the fixing part 5032. The conical surface of the outer diameter changing section 50311 increases the load absorption area, and the other part of the force is transmitted to the first elastic member 502 and the first adjusting member 501, which can improve the ability to absorb and cope with larger impact loads and improve the stability of the first gap adjustment mechanism 50.

[0136] In one possible embodiment, the aforementioned adjusting shaft 5031 may also include, but is not limited to, a first threaded section 50312 and a second threaded section 50313.

[0137] The first threaded section 50312 and the second threaded section 50313 are respectively fixed to the two ends of the outer diameter changing section 50311 along the first direction. The first threaded section 50312 and the transmission component 40 are threadedly connected along the first direction, and the second threaded section 50313 and the fixing part 5032 are threadedly connected along the first direction.

[0138] Optionally, the end of the transmission component 40 away from the steering component 20 is provided with a threaded hole 402, and the first threaded segment 50312 extends into the threaded hole 402 of the transmission component 40 and is threadedly connected to the transmission component 40.

[0139] It is understandable that by designing the first threaded section 50312 and the transmission member 40 to be threadedly connected in the first direction, the first clearance adjustment mechanism 50 can be set at the end of the transmission member 40 in the first direction, thereby increasing the effective stroke of the wheel steering under the transmission member 40 of the same size, improving the range of steering angles, and improving the steering performance of the steering system.

[0140] In one possible embodiment, the fixing part 5032 includes: a first fixing segment 50321 and a second fixing segment 50322.

[0141] The first fixing section 50321 is provided with a first fixing hole, the inner diameter of the first fixing hole gradually changes along the first direction, and the first fixing section 50321 is sleeved on the outer diameter changing section 50311 along the first direction.

[0142] It is understood that the inner diameter of the first fixing hole and the outer diameter of the outer diameter changing segment 50311 change in the same way along the first direction, so that the first fixing segment 50321 can be fitted onto the outer diameter changing segment 50311 along the first direction. For example, the first fixing hole is a tapered hole, the outer diameter changing segment is a tapered segment, and the first fixing segment 50321 can be fitted onto the outer diameter changing segment 50311 along the first direction.

[0143] The second fixed section 50322 is provided with a second fixed hole, which is a threaded hole. The second threaded section 50313 extends into the second fixed hole and is threadedly connected to the second fixed section 50322 in the first direction.

[0144] It is understandable that by fitting the first fixed section 50321 onto the outer diameter changing section 50311, and by threading the second fixed section 50322 to the second threaded section 50313, the fixed connection between the adjusting shaft 5031 and the fixed part 5032 can be achieved, thus ensuring the stability and reliability of the internal structure of the mounting part 503.

[0145] In one possible embodiment, the first gap adjustment mechanism 50 may also include, but is not limited to, a bushing 504 or a clamping wedge 505.

[0146] The bushing 504 is disposed on the bottom surface of the mounting hole 503a, and the first elastic member 502 abuts against the bottom surface of the mounting hole 503a through the bushing 504.

[0147] The two ends of the clamping wedge 505 abut against the bottom surface of the mounting hole 503a and the first elastic element 502, respectively.

[0148] It is understood that the first elastic element 502 abuts against the bottom surface of the mounting hole 503a through the bushing 504. The bushing 504 can act as a pad for the first elastic element 502, reducing the wear of the first elastic element 502 and the noise during expansion and contraction, and extending the service life of the first elastic element 502.

[0149] It should be understood that the above Figure 3A and Figure 3B The gap adjustment mechanism shown is only one of two possible implementations for adjusting the above. Figure 2 The clearance between the transmission component 40 and the inner wall of the housing 10 in the steering system shown is illustrated by way of example and should not be construed as limiting the embodiments of this application.

[0150] It should be understood that, based on the above Figure 3A and Figure 3BAny new implementation methods obtained by reasonable modification, supplementation, or combination of the gap adjustment mechanism shown are all within the protection scope of the embodiments of this application.

[0151] In addition, from the above Figure 5 As can be seen, the embodiments of this application also provide a gap adjustment mechanism.

[0152] It is understood that the gap adjustment mechanism in this application embodiment can serve as the second gap adjustment mechanism 60 described above, and can be applied to the above... Figure 2 The steering system shown is used to adjust the above Figure 2 The clearance between the transmission component 40 and the rotating component 30 in the steering system shown. Alternatively, the clearance adjustment mechanism in this embodiment can also be considered as an embodiment that can be executed independently, and can also be applied to other types of steering systems, such as traditional non-distributed steering systems. This application does not limit this. For ease of explanation, the clearance adjustment mechanism is used as an example of the second clearance adjustment mechanism 60 described above.

[0153] Specifically, the second gap adjustment mechanism 60 includes, but is not limited to: Second adjustment component 601.

[0154] In this configuration, a portion of the second adjusting member 601 is located outside the housing 10, while another portion extends into the housing 10, and the second adjusting member 601 abuts against the transmission member 40. The second adjusting member 601 can move along a second direction to change the force applied by the second adjusting member 601 to the transmission member 40, thereby changing the gap between the transmission member 40 and the rotating member 30.

[0155] Optionally, the housing 10 is provided with a through hole that penetrates the inner wall and the outer wall of the housing 10. The second adjusting member 601 extends into the housing 10 through the through hole, and one end of the second adjusting member 601 abuts against the transmission member 40.

[0156] Optionally, the second adjusting member 601 may be a clamping nut or other structural member, used to adjust the length extending into the housing 10 to adjust the gap between the transmission member 40 and the rotating member 30.

[0157] It is understandable that the second adjusting member 601 can directly abut against the transmission member 40 or indirectly abut against the transmission member 40.

[0158] Understandably, the second direction is Figure 5 The direction indicated by the Z-axis is perpendicular to the first direction indicated by the X-axis. (The above...) Figures 2 to 5 The first direction indicated by the X-axis, the second direction indicated by the Z-axis, and the third direction indicated by the Y-axis are perpendicular to each other.

[0159] It is understandable that the second adjusting member 601 can move along the second direction and apply a certain force to the transmission member 40. Since the rotating member 30 and the transmission member 40 are connected, the force applied by the second adjusting member 601 to the transmission member 40 can be changed by changing the moving length of the second adjusting member 601 along the second direction. This allows the gap between the transmission member 40 and the rotating member 30 to be adjusted so that the gap between the transmission member 40 and the rotating member 30 is not too large, thus avoiding abnormal noises caused by the collision between the transmission member 40 and the rotating member 30. It also ensures that the gap between the transmission member 40 and the rotating member 30 is not too small, thus avoiding difficulties when the wheel rotates.

[0160] Therefore, the second gap adjustment mechanism 60 in this embodiment can adjust the gap between the transmission component 40 and the rotating component 30 in a timely and effective manner, thereby improving the steering performance of the steering system.

[0161] In one possible embodiment, the second gap adjustment mechanism 60 described above may also include, but is not limited to: Second elastic element 602.

[0162] The second adjusting member 601 abuts against the transmission member 40 via the second elastic member 602. One end of the second elastic member 602 abuts against the second adjusting member 601, and the other end of the second elastic member 602 abuts against the transmission member 40.

[0163] Optionally, the second elastic element 602 can be a spring or other structural element with elastic expansion and contraction characteristics. Through the elastic expansion and contraction characteristics, the gap adjustment between the transmission element 40 and the rotating element 30 can have a larger elastic space.

[0164] It is understood that the second adjusting member 601 abuts against the transmission member 40 through the second elastic member 602, which allows the force applied by the second adjusting member 601 to the transmission member 40 to have elastic space. Thus, the gap between the transmission member 40 and the rotating member 30 can be flexibly adjusted within the elastic space, so that the rotating member 30 can rotate in various steering scenarios to make the transmission member 40 move along the first direction, thereby driving the steering member 20 to pull the wheel of the first terminal to rotate.

[0165] In one possible embodiment, the second gap adjustment mechanism described above may also include, but is not limited to: Clamping component 603.

[0166] The second elastic member 602 abuts against the transmission member 40 via the clamping member 603. One end of the clamping member 603 abuts against the second elastic member 602, and the other end of the clamping member 603 abuts against the transmission member 40.

[0167] Optionally, the clamping member 603 may be a pressure block or other structural member with low friction. By using the characteristic of low friction, the friction at the contact point with the transmission member 40 can be reduced.

[0168] Understandably, the second elastic element 602 abuts against the transmission element 40 through the clamping element 603, which can reduce the friction at the point of contact with the transmission element 40, reduce the resistance to the movement of the transmission element 40, and make the steering of the wheel smoother.

[0169] Please see Figure 6 , Figure 6 This is a schematic diagram of a vehicle steering architecture provided in an embodiment of this application.

[0170] like Figure 6 As shown, the vehicle's steering architecture includes, but is not limited to: sensors, a display screen, a controller, and steering systems for the left and right wheels.

[0171] The steering systems for the left and right wheels can be found above. Figures 2 to 5 The relevant description of the steering system shown will not be repeated here.

[0172] based on Figure 6 The vehicle steering architecture shown in this application embodiment also provides a steering control method, which includes, but is not limited to, the following steps: Step 1: Check the steering systems corresponding to the left and right wheels to ensure they are in normal working order. Complete the status checks and verifications of sensors, controllers, displays, and other units to ensure they are in normal working order.

[0173] Step 2: The vehicle starts, and the display screen, sensors, controllers and other systems start working and initialize the status and parameters of each component.

[0174] Step 3: The user can select the steering mode through the display screen and issue relevant commands to the controller. Optionally, in addition to selecting the steering mode through the display screen, the user can also switch the steering mode through voice commands, physical buttons, knobs, levers, etc. This application embodiment does not limit this.

[0175] Step 4: In response to the command, the controller, combined with the vehicle information collected by the sensors, executes the steering function in the steering mode indicated by the command. This vehicle information includes, but is not limited to, center of gravity sideslip angle, suspension height, tire slip ratio, left and right wheel speed difference, lateral acceleration, etc.

[0176] Alternatively, step three above can also be an optional step. The controller can determine the steering mode based on the vehicle information and / or the environmental information in which the vehicle is located, and control the execution of the steering function in that steering mode.

[0177] The steering functions in several possible steering modes are described below.

[0178] Scenario 1: The controller determines a first steering mode based on user input instructions and / or vehicle and environmental information, which indicates that the steering travel of the left and right wheels is the same.

[0179] In scenario one, the controller, based on the first steering mode, controls the gear ratio of the steering system of the inner wheel to be greater than that of the steering system of the outer wheel, and controls the motor output speed of the steering system of the inner wheel to be less than that of the motor output speed of the steering system of the outer wheel.

[0180] By using the steering control described in scenario one above, the vehicle can be steered according to the conventional steering trapezoidal structure, with the steering travel of the left and right wheels remaining consistent, thus achieving the function of non-distributed steering.

[0181] Scenario 2: Based on user input and / or vehicle and environmental information, the controller determines a second steering mode that indicates that the rotation centers of the left and right wheels overlap at any given time.

[0182] In scenario two, the controller, based on the second steering mode, controls the gear ratio of the steering system of the inner wheel to be greater than the gear ratio of the steering system of the outer wheel, and controls the motor output speed of the steering system of the inner wheel to be greater than the motor output speed of the steering system of the outer wheel.

[0183] By using the steering control described in scenario two above, the controller can independently control the distributed steering of the left and right wheels under Ackerman steering function, achieving real-time Ackerman steering during the steering process. In this state, the rotation centers of the left and right wheels overlap at any time, which can reduce tire wear.

[0184] Scenario 3: Based on user input and / or vehicle and environmental information, the controller determines a third steering mode that instructs the vehicle to make a U-turn in place.

[0185] In scenario three, the controller, based on the third steering mode, controls the gear ratio of the steering system of the inner wheel to be equal to and opposite in direction to the gear ratio of the steering system of the outer wheel, and controls the motor output speed of the steering system of the inner wheel to be equal to and opposite in direction to the motor output speed of the steering system of the outer wheel.

[0186] Through the steering control described in scenario three above, the controller can control the left and right wheels to work independently, completing the steering angle of their respective tires, achieving opposite deflections of the left and right wheels at the same angle, and enabling the vehicle to turn around on the spot.

[0187] Scenario 4: The controller determines a fourth steering mode based on user input commands and / or vehicle and environmental information, which instructs the vehicle to steer in high-speed driving scenarios.

[0188] In scenario four, the controller, based on the fourth steering mode, controls the gear ratio of the steering system of the inner wheel to be less than the gear ratio of the steering system of the outer wheel, and controls the motor output speed of the steering system of the inner wheel to be less than the motor output speed of the steering system of the outer wheel.

[0189] By using the steering control described in scenario four above, the outer wheels can have a greater steering position when the vehicle is cornering at high speed, improving cornering performance, making corner exit smoother, and achieving a racing driving style.

[0190] Scenario 5: Based on user input and / or vehicle and environmental information, the controller determines a fifth steering mode that indicates that the left and right wheels turn at the same angle.

[0191] In scenario five, the controller, based on the fifth steering mode, controls the gear ratio of the steering system of the inner wheel to be equal to and in the same direction as the gear ratio of the steering system of the outer wheel, and controls the motor output speed of the steering system of the inner wheel to be equal to and in the same direction as the motor output speed of the steering system of the outer wheel.

[0192] By using the steering control described in scenario five above, the vehicle can maintain the same steering angle for both wheels at low speeds by adjusting the travel of the steering gears of the left and right wheels. This enables parallel Ackerman steering, which improves steering smoothness at low speeds, reduces tire wear, and also increases the steering position of the outer wheels, improving cornering performance and making corner exits smoother, thus achieving a racing driving style.

[0193] Situation 6: Based on user-input commands and / or vehicle and environmental information, the controller determines a sixth steering mode, which indicates the steering mode in case of a tire blowout on one side.

[0194] In scenario six, the controller, based on the sixth steering mode, switches the gears of the steering system of the wheel on the side without the tire blowout to a smaller gear ratio to improve the accuracy of angle adjustment, and controls the motor of the steering system of the wheel on the side without the tire blowout to output a higher speed to drive the wheel to complete the small angle deflection required for correction.

[0195] By using the steering control described in scenario six above, the vehicle can maintain stability and prevent it from veering off course in the event of a single tire blowout by adjusting the wheels on the non-blowout side in the opposite direction.

[0196] It should be understood that the steering modes shown in Situations 1 to 6 above are merely illustrative examples of several possible embodiments for vehicle steering control and should not be construed as limiting the embodiments of this application.

[0197] It should be understood that any new embodiments obtained by reasonable modification, supplementation or combination of the steering modes shown in Situations 1 to 6 above are all within the protection scope of the embodiments of this application.

[0198] This application also provides a terminal, which includes at least one as described above. Figure 2 The steering system shown, or Figures 3A to 5 The gap adjustment mechanism shown, or Figure 6 The vehicle steering system shown.

[0199] It should be understood that the terminals involved in this application can include intelligent terminals or means of transportation such as vehicles, robots, drones, ships, and vessels. Among them, "vehicle" is a vehicle in a broad sense, which can be means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.). Similarly, "robot" can refer to intelligent guided vehicles (AGVs), walking conversational robots, service robots, etc.

[0200] It should be understood that the above Figures 2 to 6 The embodiments shown are merely illustrative examples of several possible clearance adjustment mechanisms, steering systems, and terminals provided in this application, and should not be construed as limiting the scope of this application. Figures 2 to 6 All new embodiments obtained by reasonable modifications, additions, or combinations of the illustrated embodiments are within the protection scope of this application.

[0201] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A gap adjustment mechanism, characterized in that, The system is applied to a steering system, which includes a housing, a steering component, a rotating component, and a transmission component. The rotating component, the transmission component, and the clearance adjustment mechanism are all disposed within the housing. The steering component, the transmission component, and the clearance adjustment mechanism are sequentially connected along a first direction. The end of the steering component away from the transmission component extends out of the housing and is connected to a wheel at a first terminal. The rotating component is connected to the transmission component, and the rotating component can rotate to move the transmission component along the first direction, thereby driving the steering component to pull the wheel at the first terminal to rotate. The gap adjustment mechanism is used to adjust the gap between the transmission component and the inner wall of the housing; The gap adjustment mechanism includes: Mounting component, first elastic component, first adjusting component; The mounting component and the transmission component are fixedly connected along the first direction. The mounting component is provided with a mounting hole. The first elastic component is disposed in the mounting hole. The first adjusting component is disposed between the first elastic component and the inner wall of the housing. The two ends of the first elastic component abut against the bottom surface of the mounting hole and the first adjusting component, respectively. The first adjusting member can move along the first direction under the drive of the transmission member, so as to change the force applied by the first adjusting member to the first elastic member, thereby changing the gap between the transmission member and the inner wall of the housing.

2. The gap adjustment mechanism according to claim 1, characterized in that, The mounting component includes: Adjust the shaft and fixing part; The fixing part is sleeved on the adjusting shaft along the first direction, both ends of the adjusting shaft extend out of the fixing part, and one end of the adjusting shaft is connected to the transmission member along the first direction; The fixing part is provided with a through hole, and the adjusting shaft closes the opening at one end of the through hole to form the mounting hole. The outer wall surface of the adjusting shaft forms the bottom surface of the mounting hole. The adjusting shaft can move relative to the fixed part and the transmission member along the first direction to change the force applied by the adjusting shaft to the first elastic member, thereby changing the gap between the transmission member and the inner wall of the housing.

3. The gap adjustment mechanism according to claim 2, characterized in that, The adjusting shaft includes an outer diameter changing section, which closes the opening at one end of the through hole to form the mounting hole, and the outer wall surface of the outer diameter changing section forms the bottom surface of the mounting hole; the outer diameter of the outer diameter changing section gradually changes along the first direction.

4. The gap adjustment mechanism according to claim 3, characterized in that, The adjustment shaft also includes: First thread segment and second thread segment; The first threaded segment and the second threaded segment are respectively fixed to both ends of the outer diameter changing segment along the first direction. The first threaded segment and the transmission component are threadedly connected along the first direction, and the second threaded segment and the fixing part are threadedly connected along the first direction.

5. The gap adjustment mechanism according to claim 4, characterized in that, The transmission component has a threaded hole at one end away from the steering component, and the first threaded segment extends into the threaded hole of the transmission component and is threadedly connected to the transmission component.

6. The gap adjustment mechanism according to claim 4 or 5, characterized in that, The fixing part includes: First fixed segment and second fixed segment; The first fixing segment is provided with a first fixing hole, the inner diameter of the first fixing hole gradually changes along the first direction, and the first fixing segment is sleeved on the outer diameter changing segment along the first direction; The second fixing section is provided with a second fixing hole, which is a threaded hole. The second threaded section extends into the second fixing hole and is threadedly connected to the second fixing section along the first direction.

7. The gap adjustment mechanism according to any one of claims 1 to 5, characterized in that, The gap adjustment mechanism further includes: bushing; The bushing is disposed on the bottom surface of the mounting hole, and the first elastic element abuts against the bottom surface of the mounting hole through the bushing.

8. The gap adjustment mechanism according to any one of claims 1 to 5, characterized in that, The gap adjustment mechanism further includes: Tighten the wedge block; The two ends of the clamping wedge block abut against the bottom surface of the mounting hole and the first elastic element, respectively.

9. The gap adjustment mechanism according to any one of claims 1 to 5, characterized in that, The inner wall of the housing is provided with a guide rail groove, and the first adjusting member is disposed between the first elastic member and the guide rail groove.

10. The gap adjustment mechanism according to any one of claims 1 to 5, characterized in that, The first adjusting component includes any one of the following: a steel ball, a slider, or a roller.

11. A steering system, characterized in that, The steering system includes: The housing, steering component, rotating component, transmission component, and first clearance adjustment mechanism; the first clearance adjustment mechanism is the clearance adjustment mechanism according to any one of claims 1 to 10; The transmission component, the rotating component, and the first gap adjustment mechanism are all disposed within the housing. The steering component, the transmission component, and the first gap adjustment mechanism are connected sequentially along a first direction. The end of the steering component away from the transmission component extends out of the housing and is connected to the wheel at the first terminal. The first gap adjustment mechanism is used to adjust the gap between the transmission component and the inner wall of the housing. The rotating component is connected to the transmission component, and the rotating component can rotate to make the transmission component move along the first direction, so as to drive the steering component to pull the wheel of the first terminal to rotate.

12. The steering system according to claim 11, characterized in that, The rotating component includes a gear, and the transmission component includes a rack, with the gear meshing with the rack; or, the rotating component includes a nut, and the transmission component includes a lead screw, with the nut sleeved on the lead screw, and the nut and the lead screw being threadedly connected.

13. The steering system according to claim 11 or 12, characterized in that, The steering system also includes: First limiting member and second limiting member; Along the first direction, the first limiting member is disposed between the transmission member and the first gap adjustment mechanism, and the second limiting member is disposed on the inner wall of the housing; when the transmission member moves to the first position along the direction pointing to the wheel of the first terminal, the first limiting member abuts against the second limiting member.

14. The steering system according to claim 13, characterized in that, The steering system also includes: Fasteners; The transmission component has a stepped portion at one end away from the steering component, and the stepped portion at one end away from the transmission component abuts against the first clearance adjustment mechanism; the outer diameter of the stepped portion is smaller than the outer diameter of the transmission component, so as to form a stepped surface between the transmission component and the stepped portion; Both the first limiting member and the fixing member are sleeved on the step portion, and the two ends of the first limiting member abut against the step surface and the fixing member respectively along the first direction.

15. The steering system according to claim 11 or 12, characterized in that, The steering system also includes: Third limiting component; The third limiting member is disposed on the inner wall of the housing along the first direction; when the transmission member moves to the second position along the direction pointing to the wheel of the first terminal, the third limiting member abuts against the steering member.

16. The steering system according to claim 11 or 12, characterized in that, The steering component includes: a first link, a second link, and a third link; A portion of the first rod is located inside the housing, while another portion of the first rod, the second rod, and the third rod are located outside the housing; one end of the first rod is connected to the transmission component, the other end of the first rod is connected to one end of the second rod, the other end of the second rod is connected to one end of the third rod, and the other end of the third rod is connected to the wheel of the first terminal; the axial direction of the third rod is perpendicular to the axial direction of the second rod.

17. The steering system according to claim 16, characterized in that, The steering component further includes: a first ball joint and / or a second ball joint; The first ball head is disposed between the second rod and the first rod, and the second rod is rotatably connected to the first rod through the first ball head; the second ball head is disposed between the first rod and the transmission component, and the first rod is rotatably connected to the transmission component through the second ball head.

18. The steering system according to claim 17, characterized in that, The steering component also includes: a bellows; The corrugated tube is sleeved on the first rod, with one end of the corrugated tube connected to the housing and the other end of the corrugated tube connected to the first ball head.

19. The steering system according to claim 11 or 12, characterized in that, The steering system also includes: Drive components; The driving component is used to drive the rotating component to rotate, so that the transmission component moves along the first direction, thereby driving the steering component to pull the wheel of the first terminal to rotate.

20. The steering system according to claim 19, characterized in that, The driving component includes a motor, a worm gear, and a worm wheel; the motor drives the worm wheel through the worm gear to rotate the rotating component.

21. The steering system according to claim 11 or 12, characterized in that, The steering system further includes a second clearance adjustment mechanism; the second clearance adjustment mechanism is connected to the housing, and the second clearance adjustment mechanism and the rotating member are located on both sides of the transmission member along a second direction, wherein the first direction is perpendicular to the second direction; The gap adjustment mechanism is used to adjust the gap between the transmission component and the rotating component; The second gap adjustment mechanism includes: Second adjustment component; A portion of the second adjusting member is located outside the housing, and another portion of the second adjusting member extends into the housing. The second adjusting member directly abuts or indirectly abuts the transmission member. The second adjusting member can move along the second direction to change the force applied by the second adjusting member to the transmission member, thereby changing the gap between the transmission member and the rotating member.

22. The steering system according to claim 21, characterized in that, The second gap adjustment mechanism further includes: Second elastic element; The second adjusting member abuts against the transmission member via the second elastic member; one end of the second elastic member abuts against the second adjusting member, and the other end of the second elastic member abuts against the transmission member.

23. The steering system according to claim 22, characterized in that, The second gap adjustment mechanism further includes: Clamping parts; The second elastic element abuts against the transmission element via the clamping element; one end of the clamping element abuts against the second elastic element, and the other end of the clamping element abuts against the transmission element.

24. A mobile terminal, characterized in that, Includes the clearance adjustment mechanism as claimed in any one of claims 1 to 10, or the steering system as claimed in any one of claims 11 to 23.

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