Steering mechanism assembly and vehicle

Abstract

The invention provides a steering mechanism assembly and a vehicle. The steering mechanism assembly comprises a shell, a driving device and a locking device, and the driving device comprises a first driving piece and a transmission assembly; the locking device comprises a first meshing piece and a second meshing piece which are connected to the transmission piece in a sleeving mode. The shell is provided with a first limiting part, the first meshing piece is provided with a second limiting part, and the first limiting part and the second limiting part are matched to limit rotation of the first meshing piece; the first meshing piece is slidably connected with the transmission assembly, and the second meshing piece is fixedly connected with the transmission piece. In the rotating axis direction of the transmission assembly, when the first meshing piece slides to the first position relative to the transmission piece, the first meshing piece is meshed with the second meshing piece, and when the first meshing piece slides to the second position, the first meshing piece is separated from the second meshing piece. When the first meshing piece is meshed with the second meshing piece, locking of the transmission assembly is achieved, and the locking device can form stable locking force through rigid matching of a mechanical structure.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a steering mechanism assembly and a vehicle. Background Technology

[0002] When a vehicle is traveling in a straight line, the steering wheels will generate an asymmetrical self-centering force due to factors such as uneven road surface, tire pressure deviation, and asymmetry in suspension geometry. This self-centering force cannot be completely canceled out between the left and right steering wheels, thus forming a bias torque that continuously acts on the steering system, which can easily cause the vehicle to have a slight tendency to veer to one side.

[0003] To counteract this bias torque and maintain vehicle straight-line stability, traditional steering systems rely on the drive motor to continuously output reverse torque for compensation. This compensation process often requires the motor to be in a stalled state, meaning the motor output shaft is restricted from rotating by the steering system load, while the stator windings remain energized to generate constant torque. When the motor is in a stalled state for an extended period, the copper losses in the stator windings and the iron losses in the core continuously convert into heat, which is difficult to dissipate quickly. This causes a sharp rise in the internal temperature of the motor, placing stringent temperature resistance requirements on the insulation materials of the motor windings and the high-temperature resistant permanent magnet materials of the rotor. This not only increases the manufacturing cost of the motor but also accelerates the aging of the insulation materials and the demagnetization of the permanent magnets. Furthermore, it exacerbates the wear of the motor bearings and the deterioration of the lubricating grease, significantly reducing the long-term operational durability, reliability, and service life of the motor. Summary of the Invention

[0004] To address the problems existing in the background art, the present invention provides a steering mechanism assembly and a vehicle to solve the problem in the related art that the automatic self-centering force generated during straight-line driving cannot cancel each other out, requiring the motor to solve the problem by stalling, which places higher demands on the motor.

[0005] To solve the above problems, the present invention is implemented as follows: In a first aspect, embodiments of this application provide a steering mechanism assembly, the steering mechanism assembly including: a housing, a driving device and a locking device, the driving device and the locking device being disposed within the housing, the driving device including a first driving member and a transmission assembly, the first driving member and the transmission assembly being convexly connected; The locking device includes a first engaging member and a second engaging member, both of which are sleeved and connected to the same transmission member in the transmission assembly. The housing is provided with a first limiting part, and the first engaging member is provided with a second limiting part. The first limiting part and the second limiting part cooperate to restrict the rotation of the first engaging member. Wherein, along the rotation axis of the transmission member, the first limiting member is slidably connected to the transmission member, and around the rotation axis of the transmission member, the second engaging member is fixedly connected to the transmission member; When the first engaging member slides relative to the transmission member to a first position along the rotation axis of the transmission member, the first engaging member and the second engaging member engage. When the first engaging member slides relative to the transmission member to the second position along the rotation axis of the transmission member, the first engaging member and the second engaging member separate.

[0006] The steering mechanism assembly restricts the rotation of the first engaging member through the cooperation of a first limiting part on the housing and a second limiting part on the first engaging member. The sliding connection of the first engaging member along the axis of the transmission member and the circumferential fixed connection of the second engaging member with the transmission member ensure that the first engaging member can slide stably to the first position axially without circumferential deflection, enabling the engagement or disengagement of the first and second engaging members. When the two are engaged, the tendency of the second engaging member to rotate with the transmission member is constrained by the first engaging member, thereby locking the transmission component. The locking device can form a stable locking force through the rigid fit of the mechanical structure. The motor only needs to provide power during the switching between the locked and unlocked states, without continuous energization and load, effectively reducing the thermal and mechanical load on the motor. This not only reduces the performance requirements of the motor's insulation and high-temperature resistant materials, lowering manufacturing costs, but also delays the aging of motor components and improves the motor's durability and reliability.

[0007] Optionally, the locking device further includes a second driving member; The second drive member is fixedly connected to the housing, and the second drive member abuts against the first engagement member to allow the first engagement member to slide to a first position or a second position.

[0008] The second drive component drives the first engaging component to slide along the transmission axis through direct contact, such as a push rod, push block, or cam, without relying on vehicle driving conditions or external forces for passive triggering. Based on vehicle control commands, the first engaging component can be actively pushed to a first position or released to a second position; and the travel of the abutment drive is controllable, ensuring full engagement during engagement and no tooth surface interference during disengagement, avoiding tooth surface wear, locking failure, or unlocking jamming caused by partial engagement.

[0009] Optionally, the first engaging member has a first protrusion on the side near the second engaging member, and the second engaging member has a second protrusion on the side near the first engaging member; When the first engaging member slides to the first position, the first protrusion and the second protrusion engage.

[0010] When the first engaging member slides axially along the transmission member to the first position where it contacts the second engaging member, the snap-fit ​​between the first and second protrusions directly restricts the circumferential relative movement of the first and second engaging members, forming a stable locking position through the mechanical engagement. This rigid snap-fit ​​structure effectively resists the uncompensated self-centering force of the left and right wheels when the vehicle is traveling in a straight line, as well as the impact load caused by road bumps, preventing the locking device from loosening or shifting. Compared to the limiting method that relies solely on the friction of components, the locking stability and reliability are greatly improved.

[0011] Optionally, the transmission assembly includes a turbine and a worm, the first drive member and the worm are connected in a transmission connection, and the worm and the turbine are connected in a transmission connection. Both the first meshing member and the second meshing member are sleeved and connected to the worm gear.

[0012] The worm gear-worm drive has a reverse self-locking characteristic. The worm can drive the worm, but the worm cannot drive the worm in the reverse. This characteristic, together with the locking device, forms a double guarantee. Even if the second driving component is not fully locked, the reverse self-locking can temporarily offset part of the bias torque and prevent the first driving component from entering a stall condition.

[0013] Optionally, the housing includes an outer shell and a cover plate; The outer shell and the cover plate are fixedly connected; The outer casing has a first cavity, and the first engaging member and the second engaging member are disposed within the first cavity.

[0014] The first cavity of the outer shell provides an independent installation and protection space for the first engaging component, the second engaging component, and the corresponding protruding engaging structure. The fixed assembly of the cover plate can provide support and reinforcement to the end of the outer shell, make up for the structural rigidity defects of the opening end of the outer shell, and prevent the end of the outer shell from deforming when the locking device is subjected to automatic return force and impact load.

[0015] Optionally, the second driving component is a solenoid valve, which is located on the side of the first engaging member away from the second engaging member. The solenoid valve is fixedly connected to the housing, and the push rod of the solenoid valve abuts against the first engaging member. The locking device further includes: an elastic element; One end of the elastic element is fixedly connected to the first engaging element, and the other end is fixedly connected to the end of the cover plate near the second engaging element.

[0016] The elastic element provides the reset power required for unlocking. Unlocking only requires de-energizing the solenoid valve, eliminating the need for an additional reverse drive signal and simplifying the control system's logic design. Furthermore, the solenoid valve consumes no energy after de-energization, reducing system energy consumption compared to continuous reverse power output, thus meeting energy-saving requirements. The release of elastic potential energy by the elastic element is instantaneous, rapidly resetting the first engaging component. Compared to mechanical transmission unlocking, this results in a shorter unlocking response time.

[0017] Optionally, the inner side of the housing is provided with a groove, and the first engaging member is provided with a protrusion; The groove is the first limiting part, and the protrusion is the second limiting part. The protrusion and the groove cooperate to restrict the rotation of the first engaging member.

[0018] The fitting method of the protrusion embedded in the groove can form a circumferential rigid limit, restricting the rotation of the first meshing member around the axis of the transmission member, avoiding the reverse action of the bias torque on the first driving member due to the failure of the limit, and ensuring that the steering mechanism assembly can rely on the locking device to replace the motor stall compensation.

[0019] Optionally, the inner side of the housing is provided with multiple slide rails; The first engaging member is provided with a plurality of sliders, and the plurality of sliders are arranged at intervals along the circumference of the first engaging member; The slider and the slide rail are movably connected; The slide rail is the first limiting part, and the slider is the second limiting part. The slide rail and the slider cooperate to limit the rotation of the first engaging member.

[0020] The slider is a one-piece slider integrally formed on the first engaging member, ensuring that the slider can move axially on the slide rail but cannot rotate in the circumferential direction. This restricts the first engaging member to slide only axially in the transmission component and prevents circumferential rotation. It provides reliable positional assurance for subsequent engagement with the protrusion of the second engaging member.

[0021] Optionally, one end of the worm gear is provided with an external spline, and the second meshing member is provided with an internal spline; The second meshing member engages with the external spline at one end of the worm gear via an internal spline.

[0022] Spline meshing improves the circumferential positioning accuracy between the worm and the second meshing member, preventing relative slippage or circumferential movement during rotational transmission. When the worm receives torque from the reducer, it can transmit the torque to the second meshing member without loss through the synchronous force on the multiple tooth surfaces of the spline, ensuring synchronous rotation between the second meshing member and the worm, and providing a stable power foundation for the subsequent axial sliding of the first meshing member.

[0023] Secondly, embodiments of this application also provide a vehicle, the vehicle including any of the steering mechanism assemblies described above.

[0024] When the aforementioned steering mechanism assembly is applied to a vehicle, the turbine shaft of its transmission component is connected to the steering tie rod of the steering gear. The end of the steering tie rod is hinged to the steering knuckle, which is fixedly connected to the wheel hub. When the vehicle is in motion, the first drive component of the steering mechanism assembly drives the worm gear to rotate, which in turn drives the turbine and turbine shaft to rotate. This, in turn, pulls the steering knuckle through the steering tie rod, thereby achieving the steering action of the wheel. When the vehicle is traveling in a straight line and needs to counteract the bias torque, the solenoid valve drives the first engagement component to slide to the first position. The groove on the inner side of the housing and the protrusion of the first engagement component form a circumferential limit. With the engagement structure of the first protrusion and the second protrusion, the bias torque is directly transmitted to the housing, preventing the first drive component from entering a stall condition.

[0025] In this embodiment, the steering mechanism assembly restricts the rotation of the first engaging member by the cooperation of the first limiting part on the housing and the second limiting part on the first engaging member. The sliding connection of the first engaging member along the axis of the transmission member and the circumferential fixed connection of the second engaging member with the transmission member ensure that the first engaging member can slide stably to the first position axially without circumferential deflection, thus realizing the switching of engagement or disengagement between the first and second engaging members. When the two are engaged, the tendency of the second engaging member to rotate with the transmission member is constrained by the first engaging member, thereby locking the transmission component. The locking device can form a stable locking force through the rigid cooperation of the mechanical structure. The motor only needs to provide power during the switching phase between the locked and unlocked states, without continuous power supply and load, effectively reducing the thermal and mechanical load of the motor. This not only reduces the performance requirements of the motor's insulation and high-temperature resistant materials and lowers manufacturing costs, but also delays the aging of motor components and improves the durability and reliability of the motor. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of a steering mechanism assembly provided in an embodiment of this application; Figure 2 This is an embodiment of the present application. Figure 1 Exploded view; Figure 3 This is an embodiment of the present application. Figure 2 Enlarged view of section I; Figure 4This is a schematic diagram of a second drive component in a steering mechanism assembly provided in an embodiment of this application; Figure 5 This is a schematic diagram of the first engaging component in a steering mechanism assembly provided in an embodiment of this application; Figure 6 This is a schematic diagram of the second meshing component in a steering mechanism assembly provided in an embodiment of this application; Figure 7 This is a schematic diagram of a worm gear in a steering mechanism assembly provided in an embodiment of this application; Figure 8 This is a schematic diagram of the housing in a steering mechanism assembly provided in an embodiment of this application; Figure 9 This is a schematic diagram of a cover plate and elastic element in a steering mechanism assembly provided in an embodiment of this application.

[0028] Explanation of reference numerals in the attached figures: 10. Housing; 101. First limiting part; 101a. Groove; 101b. Slide rail; 102. Outer shell; 1021. First cavity; 103. Cover plate; 20. Driving device; 201. First driving member; 202. Transmission assembly; 2021. Worm gear; 30. Locking device; 301. First engaging member; 3011. Second limiting part; 3011a. Protrusion; 3011b. Slider; 3012. First protrusion; 302. Second engaging member; 3021. Second protrusion; 303. Second driving member; 304. Elastic member. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. Based on the embodiments of the present invention, any product that is the same as or similar to the present invention, derived by any person under the guidance of the present invention or by combining the features of the present invention with other related technologies, falls within the protection scope of the present invention. Furthermore, all other embodiments obtained by those skilled in the art without inventive effort are within the protection scope of the present invention.

[0030] Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of this specification.

[0031] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0032] When a vehicle is traveling in a straight line, the steering wheels will generate an asymmetrical self-centering force due to factors such as uneven road surface, tire pressure deviation, and asymmetry in suspension geometry. This self-centering force cannot be completely canceled out between the left and right steering wheels, thus forming a bias torque that continuously acts on the steering system, which can easily cause the vehicle to have a slight tendency to veer to one side.

[0033] To counteract this bias torque and maintain vehicle straight-line stability, traditional steering systems rely on the drive motor to continuously output reverse torque for compensation. This compensation process often requires the motor to be in a stalled state, meaning the motor output shaft is restricted from rotating by the steering system load, while the stator windings remain energized to generate constant torque. When the motor is in a stalled state for an extended period, the copper losses in the stator windings and the iron losses in the core continuously convert into heat, which is difficult to dissipate quickly. This causes a sharp rise in the internal temperature of the motor, placing stringent temperature resistance requirements on the insulation materials of the motor windings and the high-temperature resistant permanent magnet materials of the rotor. This not only increases the manufacturing cost of the motor but also accelerates the aging of the insulation materials and the demagnetization of the permanent magnets. Furthermore, it exacerbates the wear of the motor bearings and the deterioration of the lubricating grease, significantly reducing the long-term operational durability, reliability, and service life of the motor.

[0034] To address the aforementioned problems, this application provides a steering mechanism assembly, with reference to... Figure 1 , Figure 2 and Figure 3 The steering mechanism assembly includes: a housing 10, a drive unit 20, and a locking device 30. The drive unit 20 and the locking device 30 are disposed within the housing 10. The drive unit 20 includes a first drive member 201 and a transmission assembly 202, which are connected in a driving manner. The locking device 30 includes a first engaging member 301 and a second engaging member 302, both of which are sleeved and connected to the same transmission member in the transmission assembly 202. The housing 10 is provided with a first limiting portion 101, and the first engaging member 301 is provided with a second limiting portion 3011. The first limiting portion 101 and the second engaging member 301 are connected in a driving manner. The limiting part 3011 is used to restrict the rotation of the first engaging member 301; wherein, along the rotation axis of the transmission member, the first engaging member 301 is slidably connected to the transmission assembly 202, and around the rotation axis of the transmission assembly 202, the second engaging member 302 is fixedly connected to the transmission member; along the rotation axis of the transmission assembly 202, when the first engaging member 301 slides relative to the transmission member to a first position, the first engaging member 301 and the second engaging member 302 engage; along the rotation axis of the transmission assembly 202, when the first engaging member 301 slides relative to the transmission member to a second position, the first engaging member 301 and the second engaging member 302 separate.

[0035] The housing 10 serves as the basic load-bearing and protective component of the steering mechanism assembly, providing installation space for the drive unit 20 and the locking device 30. Its structure also protects the internal components from dust, moisture, and other impurities that could affect their operation. The housing 10 is provided with a first limiting part 101, which cooperates with a second limiting part 3011 of the first engaging member 301 to restrict the rotational freedom of the first engaging member 301.

[0036] The drive unit 20 drives the actuating components of the steering mechanism to achieve steering action. The first drive component 201 is a power output component, typically a motor, whose function is to convert electrical energy into mechanical energy and output torque. The transmission assembly 202 is an intermediate structure for power transmission, connected to the first drive component 201, and used to transmit the power of the first drive component 201 to the steering actuator. It includes at least one transmission component, which serves as the common mounting carrier for the first engaging component 301 and the second engaging component 302 in the locking device 30. It should be noted that the transmission assembly 202 can be a splined shaft and a splined sleeve, where the splined shaft serves as the common mounting carrier for the first engaging component 301 and the second engaging component 302 of the locking device 30. The first driving component 201 can be directly connected to the splined shaft via gear meshing or a coupling to achieve power input. The first meshing component 301 is designed as a sliding sleeve structure with an internal spline, forming an axial sliding and circumferential anti-rotation fit with the splined shaft. Under the constraint of the housing 10 limiting part, it retains only axial freedom and can slide to mesh or disengage with the second meshing component 302. Alternatively, it can be a gear shaft + matching transmission gear, with the gear shaft serving as the core load-bearing transmission component of the locking device 30. The power of the first driving component 201 is transmitted to the driven gear on the gear shaft through the driving gear to achieve speed reduction and torque increase, meeting the power output requirements of the steering system. The first meshing component 301 is sleeved on the smooth shaft section or spline section of the gear shaft, and the circumferential rotation is restricted by the guide key structure, retaining only axial sliding capability. The second meshing component 302 is integrally formed with the gear shaft or fixed by a flat key to ensure synchronous circumferential rotation. Alternatively, it can be a turbine shaft and a worm gear. The worm gear is connected to the output shaft of the first drive member 201, and the turbine gear is sleeved on the turbine shaft and meshes with the worm gear. The turbine shaft serves as the mounting carrier for the locking device 30. The first drive member 201 drives the worm gear to rotate, and transmits power to the turbine shaft through the meshing of the worm gear and the turbine gear, utilizing the transmission characteristics of the worm gear and turbine gear to achieve a large-ratio reduction in speed and torque increase. The first meshing member 301 and the turbine shaft are engaged with a guide key or spline to achieve axial sliding and circumferential limiting, and the second meshing member 302 is circumferentially fixed to the turbine shaft.

[0037] The locking device 30 controls the opening and closing of the transmission path by switching the engagement and disengagement states of the engaging members. The first engaging member 301 has a second limiting part 3011, which cooperates with the first limiting part 101 of the housing 10, restricting its rotation around the axis of the transmission member. It is slidably connected to the transmission member, only able to slide back and forth along the rotation axis of the transmission member, and cannot rotate relative to the transmission member. When sliding to different positions, it engages or disengages with the second engaging member 302. The second engaging member 302 is circumferentially fixedly connected to the transmission member, such as through a keyed connection, interference fit, or integral molding, and rotates synchronously with the transmission member, but cannot rotate relative to the transmission member around its axis. Its engagement surface is adapted to that of the first engaging member 301.

[0038] The first limiting part 101 of the housing 10 and the second limiting part 3011 of the first engaging member 301 form a circumferential limiting, fixing the circumferential position of the first engaging member 301 so that the first engaging member 301 cannot rotate; the first engaging member 301 slides along the axis of the transmission member to the first position and fully engages with the second engaging member 302; because the first engaging member 301 is circumferentially limited, the tendency of the second engaging member 302 to rotate synchronously with the transmission member is restricted, thereby locking the transmission path; the first engaging member 301 slides along the axis of the transmission member to the second position and completely separates from the second engaging member 302; the second engaging member 302 rotates freely with the transmission member, the transmission path is unlocked, and the drive device 20 can output power normally.

[0039] When a steering action is required during normal driving, the first engagement member 301 is in the second position, the steering mechanism assembly is in the unlocked state, the power output path of the first drive member 201 is activated, and the power is transmitted to the transmission assembly 202. The transmission assembly 202 rotates circumferentially based on the drive command. At this time, the first engagement member 301 and the transmission member are in axial sliding engagement, and the first engagement member 301 is in the initial position separated from the second engagement member 302. The first engagement member 301 is in the non-locking range along the sliding stroke of the transmission member.

[0040] When the steering mechanism assembly receives a locking command, the drive mechanism first completes the power cut-off or return action, and the transmission component stops circumferential rotation, providing a reference state for the locking action. An external control signal acts on the first engaging member 301, and the first engaging member 301 slides along the axial direction of the transmission component toward the second engaging member 302 based on the driving force. At the same time, the first engaging member 301 slides synchronously along the transmission component to ensure the straightness and stability of the sliding trajectory. After the first engaging member 301 slides to the first position, it engages with the second engaging member 302 fixed at one end of the transmission component. Because the second engaging member 302 is fixedly connected to the transmission component and the first engaging member 301 is slidably connected to the transmission component, this rigid fit restricts the circumferential rotation and axial movement of the transmission component. Thus, through the transmission link between the transmission component and the steering actuator, the movement of the entire steering mechanism is restricted, achieving locking.

[0041] The transmission component has both power transmission and sliding guidance functions, eliminating auxiliary components such as guide shafts and transmission gears in traditional structures, greatly reducing the number of components in the assembly, achieving a compact and lightweight structure, and reducing assembly complexity and space occupancy.

[0042] The rotation of the transmission component drives the second engaging component 302 to rotate synchronously, causing the first engaging component 301 to slide axially to the locked position. When the vehicle is traveling in a straight line and needs to balance the uncompensated automatic return force, the locking device 30 can form a stable locking force through the rigid cooperation of the mechanical structure, replacing the torque output method of motor stall in the traditional solution. The motor only needs to provide power during the switching phase between the locked and unlocked states, without the need for continuous power supply and load, effectively reducing the thermal and mechanical load on the motor. This not only reduces the performance requirements of the motor's insulation and high-temperature resistant materials, lowering manufacturing costs, but also delays the aging of motor components and improves the motor's durability and reliability.

[0043] The sliding engagement of the first engaging member 301 along the axial direction of the transmission member, along with the engagement of the first limiting part 101 and the second limiting part 3011, ensures that the first engaging member 301 can slide stably to the first position along the axial direction without circumferential deflection. Simultaneously, the fixed connection between the second engaging member 302 and the worm gear 2021 ensures the stability of power transmission, making the locking device 30 more precise in its response to the return force. In the locked state, the rigid locking of the mechanical structure effectively resists external vibrations, impacts, and other interferences, preventing vehicle deviation caused by locking failure and improving the stability and safety of the vehicle's straight-line driving.

[0044] Optionally, refer to Figure 3 and Figure 4 The locking device 30 also includes a second driving member 303; the second driving member 303 is fixedly connected to the housing 10, and the second driving member 303 abuts against the first engaging member 301 to make the first engaging member 301 slide to a first position or a second position.

[0045] The second drive component 303 drives the first engaging component 301 to slide along the transmission axis through direct contact, such as by a push rod, push block, or cam, without relying on vehicle driving conditions or external forces for passive triggering. Based on vehicle control commands, the first engaging component 301 can be actively pushed to the first position or released to the second position; and the travel of the abutment drive is controllable, ensuring full engagement during engagement and no tooth surface interference during disengagement, avoiding tooth surface wear, locking failure, or unlocking jamming caused by partial engagement.

[0046] The second drive component 303 is directly fixed to the housing 10 and abuts against the first meshing component 301. It does not require a complex intermediate transmission mechanism, has a compact structure, occupies little space, and is easy to arrange in the housing 10 of the steering mechanism assembly. Moreover, the abutment drive has a simple structure, fewer failure points, and low maintenance costs.

[0047] The second driving component 303 can be either a unidirectional or bidirectional driving component. Unidirectional driving components, such as single-acting electromagnetic push rods, spring-return cylinders, or hydraulic cylinders, can only output a single-direction pushing force to push the first engaging component 301 to the first position. When unlocking, the first engaging component 301 is pushed back to the second position by auxiliary structures such as return springs. Its structure is simple and low-cost, suitable for scenarios with moderate requirements for response speed and control accuracy. Bidirectional driving components, such as double-acting electromagnetic push rods, bidirectional linear motors, double-acting cylinders, or hydraulic cylinders, can independently output two opposing driving forces. They can actively and accurately push the first engaging component 301 to the first position to lock it, and can also actively drive the first engaging component 301 in the opposite direction to unlock it. No additional reset structure is required, the stroke control accuracy is high, the response speed is fast, and the reset jamming or partial engagement problem can be effectively avoided.

[0048] Optionally, refer to Figure 3 , Figure 5 and Figure 6 The first engaging member 301 has a first protrusion 3012 on the side near the second engaging member 302, and the second engaging member 302 has a second protrusion 3021 on the side near the first engaging member 301; when the first engaging member 301 slides to the first position, the first protrusion 3012 and the second protrusion 3021 engage.

[0049] When the first engaging member 301 slides axially along the transmission member to the first position where it contacts the second engaging member 302, the engaging engagement of the first protrusion 3012 and the second protrusion 3021 directly restricts the circumferential relative movement of the first engaging member 301 and the second engaging member 302, forming a stable locking position through the mechanical engagement. This rigid engaging structure can effectively resist the uncompensated self-centering force of the left and right wheels when the vehicle is traveling in a straight line, as well as the impact load caused by road bumps, preventing the locking device 30 from loosening or shifting. Compared with the limiting method that relies solely on the friction of the components, the locking stability and reliability are greatly improved.

[0050] The engagement of the first protrusion 3012 and the second protrusion 3021 has a stroke end positioning function, which can limit the sliding termination position of the first engaging member 301 and avoid locking failure caused by excessive or insufficient sliding. It can ensure that the steering mechanism assembly can reach the preset locking position in each locking action, effectively avoiding vehicle deviation caused by locking stroke deviation. The engagement process of the first protrusion 3012 and the second protrusion 3021 generates mechanical limit feedback, which can assist the drive mechanism in judging whether the locking action is completed. When the engagement is in place, the rotational resistance of the worm gear 2021 will increase stepwise. The controller can identify the locking completion signal based on this and control the motor to stop in time, further avoiding the motor's ineffective operation or stalling, and reducing motor energy consumption and load.

[0051] Optionally, refer to Figure 3 and Figure 7 The transmission assembly 202 includes a turbine and a worm gear 2021. The first drive member 201 and the worm gear 2021 are connected in a transmission manner, and the worm gear 2021 and the turbine are connected in a transmission manner. The first meshing member 301 and the second meshing member 302 are both sleeved and connected to the worm gear 2021.

[0052] The first drive component 201 is connected to the worm gear 2021, which meshes with the turbine to form a worm-turbine reduction mechanism. This mechanism can achieve a large reduction ratio and efficient torque amplification, meeting the power requirements of the steering system for low-speed, high-torque operation. The worm-turbine transmission has a reverse self-locking characteristic. The worm gear 2021 can drive the turbine, but the turbine cannot drive the worm gear 2021 in the reverse direction. This characteristic, together with the locking device 30, provides double protection. Even if the second drive component 303 is not fully locked, the reverse self-locking can temporarily offset part of the offset torque, preventing the first drive component 201 from entering a stalled state.

[0053] Both the first meshing component 301 and the second meshing component 302 are mounted on the worm gear 2021. No additional independent locking shaft or splined shaft is required; the worm gear 2021 is used directly as the locking carrier, reducing the number of parts and axial dimensions. This is particularly suitable for scenarios where the internal space of the steering mechanism assembly housing 10 is limited, allowing for a more compact overall structure, reduced assembly difficulty, and decreased centering errors and transmission losses caused by multi-axis connections.

[0054] Optionally, refer to Figure 3 , Figure 8 and Figure 9 The housing 10 includes an outer shell 102 and a cover plate 103; the outer shell 102 and the cover plate 103 are fixedly connected; the outer shell 102 has a first cavity 1021, and a first engaging member 301 and a second engaging member 302 are disposed in the first cavity 1021.

[0055] The first cavity 1021 of the outer shell 102 provides an independent installation and protection space for the first engaging member 301, the second engaging member 302, and the corresponding protruding engaging structure. The fixed assembly of the cover plate 103 can provide support and reinforcement to the end of the outer shell 102, making up for the structural rigidity defects at the opening end of the outer shell 102 and preventing deformation of the end of the outer shell 102 when the locking device 30 is subjected to automatic return force and impact load. At the same time, the cover plate 103 can serve as an auxiliary carrier for load transfer, distributing part of the locking load to the entire shell 10, reducing local stress concentration, and extending the service life of the shell 10 and the locking device 30.

[0056] The cover plate 103 provides axial restraint to the second meshing member 302 and the end of the worm gear 2021, preventing axial movement of the second meshing member 302 and the worm gear 2021 during high-speed rotation or under axial load, thus ensuring the accuracy and stability of the meshing. Furthermore, the cover plate 103 also limits the assembly components inside the locking device 30, preventing components from loosening due to vibration and improving the overall assembly consistency of the locking device 30.

[0057] After the cover plate 103 is fixedly connected to the outer shell 102, it can form a closed structure at the end of the outer shell 102 near the second meshing member 302, effectively blocking external dust, mud, water stains and other impurities from entering the locking device 30. This prevents impurities from adhering to the transmission components such as the worm 2021, spline meshing surface, slider 3011b, and slide rail 101b mating surface, thus preventing the components from experiencing accelerated wear, jamming and failure, and significantly improving the working reliability and environmental adaptability of the locking device 30 under complex working conditions.

[0058] The output shaft of the first drive component 201 is connected to the worm gear 2021. The axial extension direction of the worm gear 2021 is the same as that of the first drive component 201, and both the worm gear 2021 and the first drive component 201 are integrated transversely within the housing 10 of the steering mechanism assembly. This avoids spatial interference when arranged in opposite directions, reduces the longitudinal space occupied by the assembly, and is suitable for the narrow installation environment of the vehicle's front compartment. It is especially suitable for small passenger cars, new energy vehicles, and other models with high space utilization requirements.

[0059] The transverse layout in the same direction simplifies the transmission structure between the first drive component 201 and the worm gear 2021, reduces the steering and transfer links in the power transmission process, reduces energy loss caused by multi-path transmission, and shortens the lag time of power response, thereby improving the power assist sensitivity of the steering system.

[0060] Optionally, refer to Figure 3 and Figure 9The second driving component 303 is a solenoid valve, which is located on the side of the first engaging component 301 away from the second engaging component 302. The solenoid valve is fixedly connected to the housing 10, and the push rod of the solenoid valve abuts against the first engaging component 301. The locking device 30 also includes an elastic component 304. One end of the elastic component 304 is fixedly connected to the first engaging component 301, and the other end is fixedly connected to the end of the cover plate 103 near the second engaging component 302.

[0061] The solenoid valve is the power actuator of the locking device 30. It is fixedly connected to the housing 10 and its output end abuts against the first engaging member 301. It receives electrical control signals to switch between on and off power, and then outputs axial thrust to drive the first engaging member 301 to complete the axial sliding action of locking or unlocking.

[0062] The elastic element 304 is the unlocking and resetting power element of the locking device 30. It can be a compression spring. One end of the elastic element 304 is fixed to the first engaging element 301, and the other end is fixed to the end of the cover plate 103 near the second engaging element 302. In the unlocked state, it is in a naturally elongated or slightly compressed state. During the locking process, it is compressed and stores elastic potential energy. When unlocking, it releases potential energy to provide resetting power.

[0063] Under normal operating conditions, the solenoid valve is de-energized, the push rod retracts, and no axial thrust is applied to the first engaging member 301. At this time, the elastic member 304 is in its initial state of natural extension or slight compression. Its elasticity keeps the first engaging member 301 in its initial position completely separated from the second engaging member 302, and it is in the non-locking range along the sliding stroke of the housing 10. The drive mechanism outputs power normally, which is transmitted to the worm gear 2021 and drives the worm gear 2021 to rotate circumferentially. Because the first engaging member 301 is circumferentially synchronized with the worm gear 2021, it rotates together with the worm gear 2021. Due to the positioning effect of the elastic member 304, it always maintains a safe distance from the second engaging member 302 and does not cause contact interference.

[0064] During the locking condition, after the system detects the locking condition, the drive mechanism cuts off the power, causing the worm gear 2021 to stop rotating circumferentially, providing a stable reference for the locking action; the control system sends an energizing command to the solenoid valve. After the solenoid valve is energized, the electromagnetic force drives the push rod to extend, and the push rod applies an axial thrust to the first engaging member 301; under the action of the thrust, the first engaging member 301 overcomes the initial elastic force of the elastic member 304 and slides along the axial direction of the worm gear 2021 towards the second engaging member 302, while simultaneously sliding synchronously along the guide structure of the housing 10, and the elastic member 304 begins to be compressed and stores elastic potential energy. The first engaging member 301 continues to slide to the preset locking position and engages with the second engaging member 302; at this time, the elastic member 304 is compressed to the preset stroke and stores sufficient elastic potential energy. The solenoid valve remains energized and continuously outputs thrust, which balances the reverse elastic force of the elastic element 304, keeping the engagement state of the first meshing element 301 and the second meshing element 302 rigidly constrained, thus limiting the circumferential rotation and axial movement of the worm gear 2021.

[0065] Upon unlocking, the control system sends a power-off command to the solenoid valve. After the solenoid valve is de-energized, the electromagnetic force disappears, and the push rod retracts under the action of its own reset structure, completely eliminating the thrust on the first engaging member 301. At this time, the elastic potential energy stored in the elastic element 304 begins to be released, applying a reverse axial thrust to the first engaging member 301, which slides in the opposite direction along the axial direction of the worm gear 2021 and the guide structure of the housing 10, gradually disengaging from the engagement with the second engaging member 302. During the sliding process, the elastic element 304 gradually returns to its initial state, and the elastic force gradually decreases. When the first engaging member 301 slides to the initial separation position, the elastic element 304 completely returns to its initial state, the worm gear 2021 regains its circumferential rotation capability, and the steering system returns to normal working condition, responding to steering commands.

[0066] By using a solenoid valve as the power source for the locking action, the electronic control signal directly controls the locking or unlocking action. Compared with mechanical drive, the action response time is shorter and the thrust output is more stable, ensuring the engagement accuracy of the first engaging member 301 and the second engaging member 302, and avoiding locking failure or incomplete engagement due to insufficient drive. The solenoid valve is fixedly connected to the housing 10 and only abuts against the first engaging member 301 through a push rod, eliminating the need for an additional complex transmission mechanism. This simplifies the overall structure of the locking device 30, reduces the number of parts and installation space, facilitates integration into the limited steering system layout of a vehicle, and reduces assembly difficulty and production costs.

[0067] The elastic element 304 provides the reset power required for unlocking. Unlocking only requires de-energizing the solenoid valve, eliminating the need for an additional reverse drive signal, thus simplifying the control system's logic design. Furthermore, the solenoid valve consumes no energy after de-energization, reducing system energy consumption compared to continuous reverse power output, meeting energy-saving requirements. The release of elastic potential energy by the elastic element 304 is instantaneous, quickly pushing the first engaging member 301 to reset. Compared to mechanical transmission unlocking, the unlocking response time is shorter. Even if the solenoid valve resets incompletely, the stable elastic force of the elastic element 304 can disengage the first engaging member 301 from the second engaging member 302, preventing steering jamming due to incomplete unlocking and improving unlocking reliability.

[0068] Optionally, refer to Figure 5 and Figure 8 The inner side of the outer shell 102 is provided with a groove 101a, and the first engaging member 301 is provided with a protrusion 3011a; the groove 101a is the first limiting part 101, and the protrusion 3011a is the second limiting part 3011. The protrusion 3011a and the groove 101a cooperate to restrict the rotation of the first engaging member 301.

[0069] The engagement of the protrusion 3011a with the groove 101a forms a circumferential rigid limit, restricting the first engaging member 301 from rotating around the transmission axis. When the first engaging member 301 slides to the first position and the first protrusion 3012 engages with the second protrusion 3021, the bias torque or the external force of the parking lock will be transmitted through the path of "second engaging member 302-first protrusion 3012-first engaging member 301-protrusion 3011a-groove 101a-outer shell 102-vehicle body". There is no torque lag or impact caused by circumferential clearance throughout the process, avoiding the bias torque acting in reverse on the first drive member 201 due to limit failure, and ensuring that the steering mechanism assembly can rely on the locking device 30 to replace motor stall compensation.

[0070] The extension direction of the groove 101a can be designed to be parallel to the axis of the worm 2021. After the protrusion 3011a is embedded in the groove 101a, it only restricts the circumferential rotation of the first meshing member 301 and does not affect its axial sliding along the axis of the worm 2021.

[0071] The mating surfaces of the groove 101a and the protrusion 3011a can be designed as flat or arc surfaces, resulting in a large contact area and uniform stress distribution. This reduces local stress concentration and fatigue damage to the protrusion 3011a or the groove 101a. During assembly, the mating of the protrusion 3011a and the groove 101a serves as a circumferential positioning reference for the first meshing part 301, facilitating rapid installation and improving assembly efficiency and product consistency.

[0072] Optionally, refer to Figure 5 and Figure 8The inner side of the outer casing 102 is provided with multiple slide rails 101b; the first engaging member 301 is provided with multiple sliders 3011b, which are arranged at intervals along the circumference of the first engaging member 301; the sliders 3011b and the slide rails 101b are movably connected; the slide rails 101b are first limiting parts 101, and the sliders 3011b are second limiting parts 3011. The slide rails 101b and the sliders 3011b cooperate to limit the rotation of the first engaging member 301.

[0073] The slider 3011b is an integrally formed piece on the first engaging member 301, ensuring that the slider 3011b can move axially on the slide rail 101b but cannot rotate circumferentially. This restricts the first engaging member 301 to slide only axially in the transmission component and prevents circumferential rotation. Simultaneously, multiple sliders 3011b are spaced apart circumferentially along the first engaging member 301, ensuring that the force on the first engaging member 301 is evenly distributed on the mating surfaces of each slider 3011b and the slide rail 101b. This prevents jamming, tilting, or wobbling during sliding, ensuring that the first engaging member 301 can slide smoothly and accurately in a preset direction, providing reliable positional assurance for subsequent engagement with the protrusion of the second engaging member 302.

[0074] The cooperation between slider 3011b and slide rail 101b establishes a connection between the first engaging member 301 and the housing 10. In the locked state, this effectively resists external vibrations, road bumps, and other interference factors, preventing loosening or displacement of the locking position. Simultaneously, the coordinated support of multiple sliders 3011b and slide rails 101b enhances the overall rigidity of the locking device 30, ensuring stable transmission of mechanical locking force and further improving steering stability when the vehicle is traveling straight.

[0075] Optionally, one end of the worm 2021 is provided with an external spline, and the second meshing member 302 is provided with an internal spline; the second meshing member 302 meshes with the external spline at one end of the worm 2021 through the internal spline.

[0076] Spline meshing improves the circumferential positioning accuracy of the worm 2021 and the second meshing member 302, preventing relative slippage or circumferential movement during rotational transmission. When the worm 2021 receives torque from the reducer, it can transmit the torque to the second meshing member 302 without loss through the synchronous force on the multiple tooth surfaces of the spline, ensuring the synchronous rotation of the second meshing member 302 and the worm 2021, providing a stable power foundation for the subsequent axial sliding of the first meshing member 301.

[0077] The multi-tooth meshing structure of the spline can evenly distribute the torque load during the transmission process across each tooth surface, avoiding localized stress concentration and effectively reducing the wear rate between the external spline of the worm gear 2021 and the internal spline of the second meshing component 302. Simultaneously, the spline meshing has a larger contact area, enabling it to withstand higher impact loads and continuous torque, thus meeting the high-intensity working requirements of vehicle steering systems under complex road conditions.

[0078] The spline engagement only restricts the circumferential relative movement between the worm 2021 and the second meshing member 302, without affecting the axial dimensional compatibility of the worm 2021 itself. At the same time, it ensures that the second meshing member 302 can stably push or pull the first meshing member 301 to slide axially when rotating with the worm 2021, avoiding motion interference caused by connection gaps and improving the overall motion stability of the locking device 30.

[0079] This application also provides a vehicle, characterized in that the vehicle includes any of the steering mechanism assemblies described above.

[0080] When the aforementioned steering mechanism assembly is applied to a vehicle, the turbine shaft of its transmission component 202 is connected to the steering tie rod of the steering gear. The end of the steering tie rod is hinged to the steering knuckle, and the steering knuckle is fixedly connected to the wheel hub. When the vehicle is moving, the first drive component 201 of the steering mechanism assembly drives the worm gear 2021 to rotate. The worm gear 2021 drives the turbine and turbine shaft to rotate, which in turn pulls the steering knuckle through the steering tie rod to achieve the steering action of the wheel. When the vehicle is traveling straight and needs to counteract the bias torque, the solenoid valve drives the first engaging component 301 to slide to the first position, and the housing 102... The side groove 101a and the protrusion 3011a of the first engaging member 301 form a circumferential limit. With the engagement of the first protrusion and the second protrusion, the bias torque is directly transmitted to the housing 10, preventing the first driving member 201 from entering the stall condition. At the same time, the reverse self-locking characteristics of the worm gear 2021-turbine and the locking device 30 form a double guarantee to ensure that the wheel maintains a straight driving posture. This not only solves the problems of motor stalling, heat generation, and lifespan reduction in traditional steering systems, but also improves straight driving stability and parking safety, taking into account both the precision of steering control and the durability and reliability of the system.

[0081] Meanwhile, the mechanism replaces traditional electronic control adjustment with mechanical locking, effectively eliminating torque fluctuation problems caused by control overshoot, further optimizing the vehicle's NVH performance (Noise, Vibration, Harshness), and ensuring driving comfort and safety.

[0082] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

Claims

1. A steering mechanism assembly, characterized in that, The steering mechanism assembly includes: a housing (10), a drive unit (20), and a locking device (30). The drive unit (20) and the locking device (30) are disposed in the housing (10). The drive unit (20) includes a first drive member (201) and a transmission assembly (202). The first drive member (201) and the transmission assembly (202) are connected in a transmission manner. The locking device (30) includes a first engaging member (301) and a second engaging member (302), both of which are sleeved and connected to the same transmission member in the transmission assembly (202); The housing (10) is provided with a first limiting part (101), and the first engaging member (301) is provided with a second limiting part (3011). The first limiting part (101) and the second limiting part (3011) cooperate to restrict the rotation of the first engaging member (301). Wherein, along the rotation axis of the transmission component, the first engaging member (301) is slidably connected to the transmission assembly (202), and around the rotation axis of the transmission assembly (202), the second engaging member (302) is fixedly connected to the transmission component; When the first engaging member (301) slides relative to the transmission member to the first position along the rotation axis direction of the transmission assembly (202), the first engaging member (301) and the second engaging member (302) engage. When the first engaging member (301) slides relative to the transmission member to the second position along the rotation axis direction of the transmission assembly (202), the first engaging member (301) and the second engaging member (302) separate.

2. The steering mechanism assembly according to claim 1, characterized in that, The locking device (30) also includes a second driving member (303); The second drive member (303) and the housing (10) are fixedly connected. The second drive member (303) and the first engagement member (301) abut against each other so that the first engagement member (301) slides to a first position or a second position.

3. The steering mechanism assembly according to claim 1, characterized in that, The first engaging member (301) has a first protrusion (3012) on the side near the second engaging member (302), and the second engaging member (302) has a second protrusion (3021) on the side near the first engaging member (301). When the first engaging member (301) slides to the first position, the first protrusion (3012) and the second protrusion (3021) engage.

4. The steering mechanism assembly according to claim 2, characterized in that, The transmission assembly (202) includes a turbine and a worm (2021), the first drive member (201) and the worm (2021) are connected in a transmission connection, and the worm (2021) and the turbine (2021) are connected in a transmission connection. The first meshing member (301) and the second meshing member (302) are both sleeved and connected to the worm (2021).

5. The steering mechanism assembly according to claim 4, characterized in that, The housing (10) includes an outer shell (102) and a cover plate (103); The outer shell (102) and the cover plate (103) are fixedly connected; The outer casing (102) has a first cavity (1021), and the first engagement member (301) and the second engagement member (302) are disposed within the first cavity (1021).

6. The steering mechanism assembly according to claim 5, characterized in that, The second driving member (303) is a solenoid valve. The solenoid valve is located on the side of the first engaging member (301) away from the second engaging member (302). The solenoid valve is fixedly connected to the housing (10). The push rod of the solenoid valve abuts against the first engaging member (301). The locking device (30) further includes: an elastic element (304); One end of the elastic element (304) is fixedly connected to the first engaging element (301), and the other end is fixedly connected to the end of the cover plate (103) near the second engaging element (302).

7. The steering mechanism assembly according to claim 6, characterized in that, The inner side of the outer shell (102) is provided with a groove (101a), and the first engaging member (301) is provided with a protrusion (3011a). The groove (101a) is the first limiting part (101), and the protrusion (3011a) is the second limiting part (3011). The protrusion (3011a) and the groove (101a) cooperate to restrict the rotation of the first engaging member (301).

8. The steering mechanism assembly according to claim 5, characterized in that, The inner side of the outer casing (102) is provided with multiple slide rails (101b). The first engaging member (301) is provided with a plurality of sliders (3011b), and the plurality of sliders (3011b) are arranged at intervals along the circumference of the first engaging member (301); The slider (3011b) and the slide rail (101b) are movably connected; The slide rail (101b) is the first limiting part (101), and the slider (3011b) is the second limiting part (3011). The slide rail (101b) and the slider (3011b) cooperate to limit the rotation of the first engaging member (301).

9. The steering mechanism assembly according to claim 4, characterized in that, One end of the worm (2021) is provided with an external spline, and the second meshing member (302) is provided with an internal spline; The second engagement member (302) engages with the external spline at one end of the worm (2021) via an internal spline.

10. A vehicle, characterized in that, The vehicle includes the steering mechanism assembly as described in any one of claims 1-9.

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