Vehicle steering assembly and vehicle

Abstract

The application discloses a vehicle steering assembly and a vehicle, and belongs to the field of vehicle steering. The vehicle steering assembly comprises a steering shaft, a speed reduction assembly and a limiting assembly. The speed reduction assembly comprises an input shaft and a shell. The input shaft is connected with the steering shaft, the steering shaft is used for connecting a steering wheel of the vehicle, and the input shaft is located in the shell. The limiting assembly comprises a driving member and a braking member. The driving member is connected with the input shaft. The driving member comprises a driving main body and a driving part. The driving part is arranged on the side surface of the driving main body. The driving main body is connected with the input shaft and can rotate relative to the shell. The braking member comprises a braking main body and a braking part. The braking part is arranged on one side of the braking main body. The braking main body is arranged on the shell and can rotate relative to the shell. The driving main body is connected with the braking main body and can drive the braking main body to rotate. The braking part and the driving main body are located on the same plane. The sum of the length of the braking part and the length of the driving part is less than the distance between the center of the braking part and the center of the driving main body.

Description

Technical Field

[0001] This application belongs to the field of vehicle steering, specifically relating to a vehicle steering component and a vehicle. Background Technology

[0002] With the development of technology, vehicles have become an indispensable means of transportation for people's daily travel. Typically, vehicles are equipped with a steering assembly, to which the steering wheel is connected. The steering assembly contains a steering shaft and a motor, which is connected to a reduction gear assembly. This reduction gear assembly has an input shaft connected to the steering shaft, so that when the motor rotates, it drives the steering shaft to rotate via the input shaft of the reduction gear assembly, thus turning the steering wheel. Additionally, a limit mechanism is usually connected to the reduction gear assembly. This limit mechanism works in conjunction with the reduction gear assembly to restrict the steering shaft, preventing unrestricted rotation and consequently, unrestricted steering wheel rotation. However, in related technologies, the structure of the limit mechanism is relatively complex, making it difficult to install and prone to malfunction. Summary of the Invention

[0003] The purpose of this application is to provide a vehicle steering component and a vehicle, at least to solve the problem that the structure of the limiting mechanism is relatively complex, making the limiting mechanism difficult to install and prone to failure.

[0004] In a first aspect, embodiments of this application provide a vehicle steering assembly, which includes: a steering shaft, a deceleration assembly, and a limiting assembly;

[0005] The deceleration assembly includes an input shaft and a housing. The input shaft is connected to the steering shaft, which is used to connect to the vehicle's steering wheel. The input shaft is located within the housing.

[0006] The limiting assembly includes a driving component and a braking component. The driving component is connected to the input shaft. The driving component includes a driving body and a driving part. The driving part is disposed on the side of the driving body. The driving body is connected to the input shaft and is rotatable relative to the housing. The braking component includes a braking body and a braking part. The braking part is disposed on one side of the braking body. The braking body is disposed in the housing and is rotatable relative to the housing. The driving body is connected to the braking body and drives the braking body to rotate.

[0007] The braking part and the driving body are located on the same plane, and the sum of the length of the braking part and the length of the driving part is less than the distance between the center of the braking part and the center of the driving body.

[0008] Optionally, the braking part includes a connecting part and an extension part connected together. The connecting part is disposed on one side of the braking body, and the sum of the length of the extension part and the length of the driving part is less than the distance between the center of the connecting part and the center of the driving body.

[0009] Optionally, the driving component further includes a driving gear, which is disposed on the end face of the driving body, and the braking body is provided with braking teeth on its side along the circumferential direction, the braking teeth meshing with the driving gear.

[0010] Optionally, the brake teeth have a plurality of brake teeth, the drive gear has a plurality of drive teeth, and the ratio of the number of brake teeth to the number of drive teeth is 22:80 or 23:60.

[0011] Optionally, the driving unit includes a first driving subunit and a second driving subunit;

[0012] Both the first driving sub-part and the second driving sub-part are disposed on the side of the driving body, and the first driving sub-part and the second driving sub-part are spaced apart along the circumferential direction of the driving body. The first driving sub-part can abut against the braking part, and the second driving sub-part can abut against the braking part.

[0013] When the driving body rotates along the first rotation direction, the driving body drives the first driving sub-part and the second driving sub-part to rotate along the first rotation direction, so that the first driving sub-part abuts against the braking part, and the braking body brakes the first driving sub-part through the braking part; when the driving body rotates along the second rotation direction, the driving body drives the first driving sub-part and the second driving sub-part to rotate along the second rotation direction, so that the second driving sub-part abuts against the braking part, and the braking body brakes the second driving sub-part through the braking part.

[0014] Optionally, the first driving sub-part and the second driving sub-part are symmetrical about the centerline of the driving body, and the centerline of the driving body is an extension line of the direction in which the diameter of the driving body is located.

[0015] Optionally, the end of the first driving sub-part is provided with a plurality of first abutting protrusions, and the plurality of first abutting protrusions are spaced apart; the end of the second driving sub-part is provided with a plurality of second abutting protrusions, and the plurality of second abutting protrusions are spaced apart; the end of the braking part is provided with a plurality of third abutting protrusions, and the plurality of third abutting protrusions are spaced apart.

[0016] When the first drive sub-part abuts against the brake part, the first abutting boss is embedded in the gap between two adjacent third abutting bosses, and the third abutting boss is embedded in the gap between two adjacent first abutting bosses; when the second drive sub-part abuts against the brake part, the second abutting boss is embedded in the gap between two adjacent third abutting bosses, and the third abutting boss is embedded in the gap between two adjacent second abutting bosses.

[0017] Optionally, the braking part has a first clearance surface and a second clearance surface opposite to each other along the circumferential direction of the braking body. Both the first driving sub-part and the second driving sub-part have arc-shaped surfaces. The first clearance surface is used to avoid the arc-shaped surface of the first driving sub-part, and the second clearance surface is used to avoid the arc-shaped surface of the second driving sub-part.

[0018] Optionally, the vehicle steering assembly further includes an end cap;

[0019] The end cap is fixedly connected to the housing, and the end cap simultaneously covers the drive component and the brake component.

[0020] Optionally, the end cap has a blocking protrusion on its inner surface facing the drive member and the brake member, the brake body has a first brake surface and a second brake surface facing away from each other, the brake part is disposed on the first brake surface, and a buffer protrusion is disposed on the second brake surface, the buffer protrusion and the blocking protrusion can abut against each other.

[0021] When it is necessary for the braking part to abut against the driving part, the buffer boss abuts against the blocking boss first, and then the braking part abuts against the driving part.

[0022] Optionally, the blocking protrusion extends along a first direction, which is the direction from the center of the end cap to the edge of the end cap; along the first direction, the size of the end cap gradually increases, and along the circumferential direction of the end cap, multiple buffer platforms are provided on opposite sides of the blocking protrusion.

[0023] The buffer boss extends along a second direction, which is the direction from the center of the brake body to the edge of the brake body; along the second direction, the size of the buffer boss gradually increases.

[0024] Optionally, the brake body is provided with at least one weight-reducing hole.

[0025] Optionally, the housing is provided with a mounting through hole, and a blocking platform is provided on the wall of the mounting through hole along the circumferential direction of the mounting through hole. The blocking platform has a blocking surface, and the driving part is embedded in the mounting through hole, and the driving part abuts against the blocking surface.

[0026] Optionally, the drive unit is provided with a rotating cavity, the cavity wall of the rotating cavity is provided with a spline, the input shaft is embedded in the rotating cavity, and the input shaft abuts against the spline.

[0027] Optionally, the housing is provided with a mounting post, and the braking part is provided with a sleeve hole, which is sleeved onto the mounting post.

[0028] In a second aspect, embodiments of this application provide a vehicle, the vehicle including a steering wheel and a vehicle steering assembly as described in any one of the first aspects above;

[0029] The steering wheel is connected to the steering shaft.

[0030] In this embodiment, since the input shaft is connected to the steering shaft, when the vehicle steering assembly provided in this embodiment is applied to a vehicle, the vehicle's steering wheel can be connected to the input shaft. Thus, once the steering shaft rotates, it can drive the input shaft to rotate, and the steering shaft drives the steering wheel to rotate. Since the drive unit is located on the side of the drive body, and the drive body is located within the housing and connected to the input shaft, and the drive body is rotatable relative to the housing, when the input shaft rotates, it can drive the drive body to rotate relative to the housing, thereby causing the drive body to rotate the drive unit. Since the braking body is located within the housing and is rotatable relative to the housing, and the drive body is connected to the braking body, once the drive body rotates, it can drive the braking body to rotate, thereby causing the braking body to rotate. Since the sum of the lengths of the braking part and the driving part is less than the distance between the center of the braking part and the center of the driving body, the driving part and the braking part will come into contact during rotation. The driving part can then apply pressure to the braking part, which is transmitted to the braking body, causing the braking body to come into contact with the housing. The braking body will then be subjected to pressure from the housing, stopping its rotation. This stops the braking part, which in turn stops the driving part, which in turn stops the driving body, the input shaft, and ultimately the steering shaft, thus stopping the direction of rotation. In this embodiment, by providing a driving member and a braking member, with the driving member connected to the input shaft, the driving member can drive the braking member to rotate. The braking member has a braking part, and the driving member has a driving part. When the driving part and the braking part come into contact, the braking member is subjected to pressure from the housing, stopping its rotation. This stops the driving member, ultimately stopping the steering shaft, thus limiting the rotation angle of the steering shaft. Furthermore, the structures of the driving member and the braking member are relatively simple; they only need to be mounted on the housing, making installation easy and reducing the likelihood of failure in the limiting assembly. Attached Figure Description

[0031] Figure 1 This diagram illustrates a steering component provided in an embodiment of this application.

[0032] Figure 2 This is a schematic diagram showing a braking component and a driving component located in an end cover according to an embodiment of this application;

[0033] Figure 3 This diagram illustrates one of the driving components provided in an embodiment of this application.

[0034] Figure 4 This is a second schematic diagram illustrating a driving device provided in an embodiment of this application;

[0035] Figure 5 This is a schematic diagram illustrating one embodiment of a braking component provided in this application;

[0036] Figure 6 This is a second schematic diagram illustrating a braking component provided in an embodiment of this application;

[0037] Figure 7 This is a schematic diagram illustrating a housing provided in an embodiment of this application;

[0038] Figure 8 This is a schematic diagram illustrating an end cap provided in an embodiment of this application;

[0039] Figure 9 This is a schematic diagram showing the cooperation between the driving part and the braking part of a driving member provided in an embodiment of this application when it rotates;

[0040] Figure 10 This is a schematic diagram showing the first drive sub-part abutting against the brake part when a steering wheel is rotated to its limit position in a first rotation direction, according to an embodiment of this application.

[0041] Figure 11 This is a schematic diagram showing the drive unit and braking unit when the steering wheel is in the center position, according to an embodiment of this application.

[0042] Figure 12 This is a schematic diagram showing the contact between the second drive unit and the brake unit when the steering wheel is rotated to its limit position in the second rotation direction, according to an embodiment of this application.

[0043] Figure 13 This is a schematic diagram showing the positions of the drive unit and the brake unit when the steering wheel is rotated to different positions according to an embodiment of this application.

[0044] Figure label:

[0045] 10: Steering shaft; 11: Housing; 111: Mounting through hole; 112: Blocking element; 113: Blocking surface; 114: Mounting post; 20: Limiting assembly; 21: Driving element; 22: Braking element; 211: Driving body; 212: Driving part; 213: Driving gear; 221: Braking body; 222: Braking part; 223: Third abutting boss; 2210: Brake tooth; 2121: First driving sub-part; 2 122: Second drive sub-unit; 2123: First abutting boss; 2124: Second abutting boss; 2126: Rotating cavity; 2127: Spline; 2213: Buffer boss; 2214: Weight reduction hole; 2221: First clearance surface; 2222: Second clearance surface; 2226: Sleeve hole; 30: End cap; 31: Blocking boss; 32: Fixing platform; 311: Buffer platform; 40: Steering column; 50: Controller. Detailed Implementation

[0046] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0047] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and 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, and therefore should not be construed as a limitation of this application.

[0048] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0049] like Figures 1 to 13 As shown, the vehicle steering assembly includes: a steering shaft 10, a reduction assembly, and a limiting assembly 20.

[0050] The deceleration assembly includes an input shaft and a housing 11. The input shaft is connected to a steering shaft 10, which is used to connect to the vehicle's steering wheel. The input shaft is located within the housing 11. The limiting assembly 20 includes a drive member 21 and a brake member 22. The drive member 21 is connected to the input shaft. The drive member 21 includes a drive body 211 and a drive section 212. The drive section 212 is disposed on the side of the drive body 211. The drive body 211 is connected to the input shaft and is rotatable relative to the housing 11. The brake member 22 includes a brake body. 221. Braking part 222. Braking part 222 is disposed on one side of braking body 221. Braking body 221 is disposed on housing 11 and is rotatable relative to housing 11. Driving body 211 is connected to braking body 221 and driving body 211 can drive braking body 221 to rotate. Braking part 222 and driving body 211 are located on the same plane. The sum of the length of braking part 222 and the length of driving part 212 is less than the distance between the center of braking part 222 and the center of driving body 211.

[0051] In this embodiment, since the input shaft is connected to the steering shaft 10, when the vehicle steering assembly provided in this embodiment is applied to a vehicle, the vehicle's steering wheel can be connected to the input shaft. Thus, once the steering shaft 10 rotates, it can drive the input shaft to rotate, and the steering shaft 10 drives the steering wheel to rotate. Since the drive unit 212 is located on the side of the drive body 211, and the drive body 211 is located in the housing 11 and connected to the input shaft, and the drive body 211 is rotatable relative to the housing 11, when the input shaft rotates, it can drive the drive body 211 to rotate relative to the housing 11, thereby driving the drive unit 212 to rotate. Since the brake body 221 is located in the housing 11 and is rotatable relative to the housing 11, and the drive body 211 is connected to the brake body 221, once the drive body 211 rotates, when it drives the drive unit 212 to rotate, it can drive the brake body 221 to rotate, thereby driving the brake unit 222 to rotate. Since the sum of the lengths of the braking part 222 and the driving part 212 is less than the distance between the center of the braking part 222 and the center of the driving body 211, the driving part 212 and the braking part 222 will come into contact during the rotation of the braking part 222 and the driving part 212. The driving part 212 can then apply pressure to the braking part 222. This pressure is transmitted to the braking body 221, causing the braking body 221 to come into contact with the housing 11. As a result, the braking body 221 will be subjected to the pressure of the housing 11, and the braking body 221 will stop rotating, causing the braking part 222 to stop rotating, which in turn causes the driving part 212 to stop rotating, which in turn causes the driving body 211 to stop rotating, the input shaft to stop rotating, and finally the steering shaft 10 to stop rotating, thus stopping the direction of rotation. In this embodiment, by providing a driving member 21 and a braking member 22, and connecting the driving member 21 to the input shaft, the driving member 21 can drive the braking member 22 to rotate. The braking member 22 is provided with a braking part 222, and the driving member 21 is provided with a driving part 212. When the driving part 212 and the braking part 222 come into contact, the braking member 22 is subjected to pressure from the housing 11, thereby stopping the rotation of the braking member 22, stopping the rotation of the driving member 21, and ultimately stopping the rotation of the steering shaft 10, thus limiting the rotation angle of the steering shaft 10. Furthermore, the structures of the driving member 21 and the braking member 22 are relatively simple. The driving member 21 and the braking member 22 only need to be installed on the housing 11, making installation simple and reducing the likelihood of failure of the limiting component 20.

[0052] It should be noted that both the braking component 22 and the driving component 21 can be made of metal, which makes them strong and less prone to damage. For example, both the braking component 22 and the driving component 21 can be manufactured using powder metallurgy.

[0053] In some embodiments, the braking unit 222 includes a connecting portion 2221 and an extension portion 2222. The connecting portion 2221 is disposed on one side of the braking body 221. The sum of the length of the extension portion 2222 and the length of the driving portion 212 is less than the distance between the center of the connecting portion 2221 and the center of the driving body 211. With this arrangement, during the rotation of the braking unit 222 and the driving portion 212, the driving portion 212 and the extension portion 2222 will abut against each other. The driving portion 212 can then apply pressure to the extension portion 2222. This pressure is transmitted to the braking body 221, causing the braking body 221 to abut against the housing 11. As a result, the braking body 221 will be subjected to the pressure of the housing 11, and the braking body 221 will stop rotating. This causes the braking unit 222 to stop rotating, which in turn causes the driving portion 212 to stop rotating, which in turn causes the driving body 211 to stop rotating. The input shaft stops rotating, and finally the steering shaft 10 stops rotating, thus stopping the direction of rotation.

[0054] In addition, in some embodiments, the driving member 21 further includes a driving gear 213, which is disposed on the end face of the driving body 211. The braking body 221 is provided with braking teeth 2210 on the side of the braking body 221 along the circumferential direction, and the braking teeth 2210 mesh with the driving gear 213.

[0055] Because the brake body 221 has brake teeth 2210 on its side along the circumferential direction, and the brake teeth 2210 mesh with the drive gear 213, once the drive body 211 rotates, when the drive body 211 drives the drive part 212 and the drive gear 213 to rotate, the drive gear 213 can drive the brake body 221 to rotate through the brake teeth 2210, thereby the brake body 221 drives the brake part 222 to rotate. During the rotation of the brake part 222 and the drive part 212, once... The drive unit 212 abuts against the brake unit 222, allowing the drive unit 212 to apply pressure to the brake unit 222. This pressure is transmitted to the brake body 221, causing the brake body 221 to abut against the housing 11. The brake body 221 then experiences pressure from the housing 11, stopping its rotation. This stops the brake unit 222, which in turn stops the drive unit 212, leading to the drive body 211, the input shaft, and ultimately the steering shaft 10, thus stopping the direction of rotation. In other words, by providing the brake teeth 2210 and the drive gear 213, the drive body 211 can easily drive the brake body 221 to rotate.

[0056] In addition, in this embodiment of the application, the brake tooth pattern 2210 has a plurality of brake teeth, the drive gear 213 has a plurality of drive teeth, and the ratio of the number of brake teeth to the number of drive teeth is 22:80 or 23:60.

[0057] Furthermore, in this embodiment, the number of teeth on the drive gear 213 and the number of teeth on the brake tooth 2210 can be set so that the rotation angle of the drive body 211 is different from that of the brake body 221. This facilitates control over the number of rotations and the rotation angle of the drive body 211 and the brake body 221. For example, if the number of teeth on the drive gear 213 is 22 and the number of teeth on the brake tooth 2210 is 80, the speed ratio of the drive gear 213 to the brake body 221 is 22:80. When the steering wheel starts to rotate counterclockwise from the right limit position, the steering shaft 10 drives the input shaft to rotate, causing the drive body 211 to rotate, thus driving the drive gear 213 to rotate counterclockwise, while the brake body 221 starts to rotate clockwise. When the steering wheel is rotated to the left limit position, the number of rotations of the drive body 211 is two more than that of the brake body 221. The rotation angle of the brake body 221 is 316.25°, and the rotation angle of the drive body 211 is 1150°.

[0058] Additionally, in some embodiments, such as Figure 3 As shown, the drive unit 212 may include a first drive sub-unit 2121 and a second drive sub-unit 2122; both the first drive sub-unit 2121 and the second drive sub-unit 2122 are disposed on the side of the drive body 211, and the first drive sub-unit 2121 and the second drive sub-unit 2122 are spaced apart along the circumferential direction of the drive body 211. The first drive sub-unit 2121 can abut against the braking unit 222, and the second drive sub-unit 2122 can abut against the braking unit 222. When the drive body 211 rotates along the first rotation direction, the drive body 211 drives the first drive sub-unit 2122. Part 2121 and the second drive subpart 2122 rotate in a first rotation direction so that the first drive subpart 2121 abuts against the brake part 222, and the brake body 221 brakes the first drive subpart 2121 through the brake part 222; when the drive body 211 rotates in a second rotation direction, the drive body 211 drives the first drive subpart 2121 and the second drive subpart 2122 to rotate in the second rotation direction so that the second drive subpart 2122 abuts against the brake part 222, and the brake body 221 brakes the second drive subpart 2122 through the brake part 222.

[0059] Since both the first drive sub-part 2121 and the second drive sub-part 2122 are disposed on the side of the drive body 211, and the first drive sub-part 2121 and the second drive sub-part 2122 are spaced apart along the circumferential direction of the drive body 211, the drive body 211 can drive the first drive sub-part 2121 and the second drive sub-part 2122 to rotate simultaneously during the rotation of the drive body 211, so that the first drive sub-part 2121 abuts against the brake part 222 during the rotation, or the second drive sub-part 2122 abuts against the brake part 222 during the rotation. Specifically, when the drive body 211 rotates in the first rotation direction, it drives the first drive sub-part 2121 and the second drive sub-part 2122 to rotate in the same direction. This causes the first drive sub-part 2121 to come into contact with the braking part 222, which in turn causes the braking body 221 to come into contact with the housing 11. Under the pressure of the housing 11, the braking body 221 stops rotating, and consequently, the braking part 222 stops rotating. The braking body 221 brakes the first drive sub-part 2121 through the braking part 222, causing the first drive sub-part 2121 to stop rotating, ultimately stopping the drive body 211. When the driving body 211 rotates in the second rotation direction, the driving body 211 drives the first driving sub-part 2121 and the second driving sub-part 2122 to rotate in the first rotation direction. This causes the second driving sub-part 2122 to come into contact with the braking part 222, and the braking body 221 to come into contact with the housing 11. As a result, the braking body 221 is subjected to the pressure of the housing 11, causing the braking body 221 to stop rotating. Consequently, the braking part 222 stops rotating. The braking body 221 brakes the second driving sub-part 2122 through the braking part 222, causing the second driving sub-part 2122 to stop rotating, and finally causing the driving body 211 to stop rotating. Furthermore, in practical applications, the vehicle's steering wheel will rotate clockwise or counterclockwise, causing the steering shaft 10 to rotate clockwise or counterclockwise, which in turn causes the drive body 211 to rotate clockwise or counterclockwise. This allows the drive body 211 to rotate in either the first or second rotation direction. By setting the first drive sub-part 2121 and the second drive sub-part 2122 to be spaced apart along the circumferential direction of the drive body 211, it can be ensured that the drive body 211 can be limited regardless of whether the steering wheel rotates clockwise or counterclockwise, thereby ensuring that the steering wheel is limited.

[0060] It should be noted that the first rotation direction can be clockwise, and the second rotation direction can be counterclockwise. Alternatively, the first rotation direction can be counterclockwise, and the second rotation direction can be clockwise. This embodiment of the application does not limit this. The first rotation direction can correspond to turning the steering wheel to the left, and the second rotation direction can correspond to turning the steering wheel to the right. Of course, the first rotation direction can also correspond to turning the steering wheel to the right, and the second rotation direction can also correspond to turning the steering wheel to the left.

[0061] In addition, when the braking unit 222 includes the connecting part 2221 and the extension part 2222, the first driving sub-part 2121 can abut against the extension part 2222, and the second driving sub-part 2122 can abut against the extension part 2222.

[0062] Furthermore, in this embodiment, the first drive sub-part 2121 and the second drive sub-part 2122 are symmetrical about the centerline of the drive body 211, and the centerline of the drive body 211 is an extension of the direction in which the diameter of the drive body 211 is located. This arrangement ensures that when the drive body 211 rotates, the angle at which the first drive sub-part 2121 abuts against the brake part 222 is equal to the angle at which the second drive sub-part 2122 abuts against the brake part 222. This results in the user being able to turn the steering wheel clockwise to its limit position and the angle at which they turn it counterclockwise to its limit position in practical applications, thus improving the user experience.

[0063] Additionally, in some embodiments, such as Figure 3 As shown, the end of the first drive sub-part 2121 may be provided with a plurality of first abutting bosses 2123, and the plurality of first abutting bosses 2123 are spaced apart; the end of the second drive sub-part 2122 is provided with a plurality of second abutting bosses 2124, and the plurality of second abutting bosses 2124 are spaced apart; the end of the braking part 222 is provided with a plurality of third abutting bosses 223, and the plurality of third abutting bosses 223 are spaced apart; when the first drive sub-part 2121 abuts against the braking part 222... In the case where the first abutting boss 2123 is embedded in the gap between two adjacent third abutting bosses 223, and the third abutting boss 223 is embedded in the gap between two adjacent first abutting bosses 2123; when the second drive sub-part 2122 abuts against the brake part 222, the second abutting boss 2124 is embedded in the gap between two adjacent third abutting bosses 223, and the third abutting boss 223 is embedded in the gap between two adjacent second abutting bosses 2124.

[0064] Since the end of the first drive sub-part 2121 can be provided with a plurality of first abutting protrusions 2123, and the plurality of first abutting protrusions 2123 are spaced apart, and the end of the braking part 222 is provided with a plurality of third abutting protrusions 223, and the plurality of third abutting protrusions 223 are spaced apart, there is a gap between two adjacent first abutting protrusions and a gap between two adjacent third abutting protrusions. Thus, when the first drive part 212 and the braking part 222 abut, the first abutting protrusions 2123 can be embedded in the gap between two adjacent third abutting protrusions 223, and the third abutting protrusions 223 can be embedded in the gap between two adjacent first abutting protrusions 2123, ensuring that the first drive sub-part 2121 and the braking part 222 abut firmly, and the first drive sub-part 2121 can easily apply force to the braking part 222, thereby causing the braking body 221 to abut against the housing 11, and the braking body 221 to stop rotating. That is, by providing the first abutting boss 2123 and the third abutting boss 223, it is convenient for the first driving sub-part 2121 to be braked by the braking part 222 when it abuts against the braking part 222.

[0065] Similarly, since the end of the second drive sub-part 2122 can be provided with a plurality of second abutting protrusions 2124, and the plurality of second abutting protrusions 2124 are spaced apart, and the end of the braking part 222 is provided with a plurality of third abutting protrusions 223, and the plurality of third abutting protrusions 223 are spaced apart, there is a gap between two adjacent second abutting protrusions and a gap between two adjacent third abutting protrusions. Thus, when the second drive part 212 abuts against the braking part 222, the second abutting protrusions 2124 can be embedded in the gap between two adjacent third abutting protrusions 223, and the third abutting protrusions 223 can be embedded in the gap between two adjacent second abutting protrusions 2124, ensuring that the second drive sub-part 2122 and the braking part 222 are firmly abutted against, and the second drive sub-part 2122 can easily apply force to the braking part 222, thereby causing the braking body 221 to abut against the housing 11, and the braking body 221 to stop rotating. By providing the second abutment boss 2124 and the third abutment boss 223, it is possible to facilitate the braking of the second drive sub-part 2122 by the braking part 222 when the second drive sub-part 2122 abuts against the braking part 222.

[0066] Of course, in the embodiments of this application, such as Figure 13As shown, the drive unit 212 can be a single unit. In this case, multiple abutment platforms can be provided on opposite sides of the drive unit 212. When the drive body 211 rotates in the first rotation direction, the drive body 211 causes the abutment platform on one side of the drive unit 212 to abut against the third abutment protrusion 223 on the brake unit 222, thereby braking the drive unit 212. When the drive body 211 rotates in the second rotation direction, the drive body 211 causes the abutment platform on the other side of the drive unit 212 to abut against the third abutment protrusion 223 on the brake unit 222, thereby braking the drive unit 212. The abutment platforms on both sides of the drive unit 212 can be symmetrical about the central axis of the drive unit 212.

[0067] In addition, in some embodiments, the braking part 222 has a first avoidance surface 2221 and a second avoidance surface 2222 opposite to each other along the circumferential direction of the braking body 221. The first driving sub-part 2121 and the second driving sub-part 2122 both have arc-shaped surfaces. The first avoidance surface 2221 is used to avoid the arc-shaped surface of the first driving sub-part 2121, and the second avoidance surface 2222 is used to avoid the arc-shaped surface of the second driving sub-part 2122.

[0068] During the rotation of the first drive sub-part 2121 and the second drive sub-part 2122, when the first abutting boss 2123 on the first drive sub-part 2121 and the third abutting boss 223 on the brake part 222 have not yet engaged with each other, the brake part 222 and the first drive sub-part 2121 may interfere with each other, affecting the engagement of the first abutting boss 2123 on the first drive sub-part 2121 and the third abutting boss 223 on the brake part 222; and when the second abutting boss 2124 on the second drive sub-part 2122 and the third abutting boss 223 on the brake part 222 have not yet engaged with each other, the brake part 222 and the second drive sub-part 2122 may interfere with each other, affecting the engagement of the second abutting boss 2124 on the second drive sub-part 2122 and the third abutting boss 223 on the brake part 222. Therefore, in this embodiment, by providing the braking part 222 with a first clearance surface 2221 and a second clearance surface 2222 opposite to each other along the circumferential direction of the braking body 221, and by providing both the first driving sub-part 2121 and the second driving sub-part 2122 with arc-shaped surfaces, during the rotation of the first driving sub-part 2121 and the second driving sub-part 2122, if it is necessary for the first abutting boss 2123 on the first driving sub-part 2121 to engage with the third abutting boss 223 on the braking part 222, the first driving sub-part 2121 will be cleared by the first clearance surface 2221 during rotation, ensuring that the first driving sub-part 2121 rotates to a suitable position so that the first abutting boss 2123 on the first driving sub-part 2121 engages with the third abutting boss 223 on the braking part 222. The third abutment boss 223 on the second drive sub-part 2122 is engaged with each other; similarly, if the second abutment boss 2124 on the second drive sub-part 2122 and the third abutment boss 223 on the brake part 222 need to be engaged with each other, the second drive sub-part 2122 will be avoided by the second clearance surface 2222 during rotation, ensuring that the second drive sub-part 2122 rotates to the appropriate position so that the second abutment boss 2124 on the second drive sub-part 2122 and the third abutment boss 223 on the brake part 222 are engaged with each other. In addition, by setting the first clearance surface 2221 and the second clearance surface 2222, the volume of the brake part 222 is reduced, which is conducive to reducing the mass of the brake part 222, and thus helps to reduce the mass of the vehicle steering assembly.

[0069] It should be noted that the shapes of the first clearance surface 2221 and the second clearance surface 2222 can be set according to actual needs. For example, both the first clearance surface 2221 and the second clearance surface 2222 can be arc surfaces, and the arc surfaces are curved toward the braking part 222. Or, for example, both the first clearance surface 2221 and the second clearance surface 2222 can be bent surfaces. In this respect, the embodiments of this application do not limit the scope of the invention.

[0070] In some embodiments, the vehicle steering assembly may also include an end cap 30; the end cap 30 is fixedly connected to the housing 11 and simultaneously covers the drive member 21 and the brake member 22.

[0071] With this configuration, the end cap 30 can block the drive component 21 and the brake component 22. Specifically, in the axial direction of both the drive component 21 and the brake component 22, the end cap 30 can block the brake component 22 and the drive component 21, preventing them from potentially separating from the housing 11. Furthermore, by blocking the drive component 21 and the brake component 22, the end cap 30 also blocks noise generated when the brake component 222 contacts the first sub-drive component 212 or the second sub-drive component 212, reducing the noise heard by the driver inside the vehicle. In short, by providing the end cap 30, it ensures that neither the brake component 22 nor the drive component 21 is easily detached from the housing 11. Additionally, the end cap 30 provides a seal, reducing impact noise generated when the brake component 222 is struck.

[0072] It should be noted that the end cap 30 can be fastened to the housing 11 by means of interference fit, bonding, screwing, snap-fit, etc. Furthermore, in this embodiment, the end cap 30 can be made of plastic; however, it can also be made of other materials, such as rubber. This embodiment does not limit the specific materials used in this application.

[0073] In addition, in some embodiments, the end cap 30 may be provided with a blocking protrusion 31 on the inner surface facing the drive member 21 and the brake member 22. The brake body 221 has a first brake surface and a second brake surface facing away from each other. The brake part 222 is provided on the first brake surface, and a buffer protrusion 2213 is provided on the second brake surface. The buffer protrusion 2213 and the blocking protrusion 31 can abut against each other. When it is necessary for the brake part 222 to abut against the drive part 212, the buffer protrusion 2213 abuts against the blocking protrusion 31 first, and then the brake part 222 abuts against the drive part 212.

[0074] Because the end cap 30 has a blocking protrusion 31 on its inner surface facing the drive member 21 and the brake member 22, and a buffer protrusion 2213 is provided on the second braking surface, when the drive body 211 drives the drive gear 213 to rotate, the drive gear 213 drives the brake body 221 to rotate, thereby the brake body 221 drives the buffer protrusion 2213 to rotate. During the rotation, the buffer protrusion 2213 can abut against the blocking protrusion 31. Furthermore, by providing the buffer protrusion 2213 and the blocking protrusion 31, during the rotation of the drive body 211 and the brake body 221, when the brake part 222 abuts against the drive part 212, the buffer protrusion 2213 can abut against the blocking protrusion 31 first, and then the brake part 222 abuts against the drive part 212. In addition, by providing the buffer protrusion 2213, which can abut against the blocking protrusion 31 first, the noise generated by the drive part 212 directly abutting against the brake part 222 during the rotation can be reduced.

[0075] It should be noted that the blocking boss 31 can be connected to a fixed platform 32, and the fixed platform 32 is clearance-fitted with the inner surface of the end cover 30. In addition, the material of the blocking boss 31 can be the same as that of the end cover 30, and the material of the buffer boss 2213 can be the same as that of the brake component 22, so that the metal buffer boss 2213 abuts against the plastic blocking boss 31, which can effectively reduce noise.

[0076] In addition, in some embodiments, the blocking boss 31 can extend along a first direction, which is the direction from the center of the end cover 30 to the edge of the end cover 30; along the first direction, the size of the end cover 30 gradually increases, and along the circumferential direction of the end cover 30, a plurality of buffer platforms 311 are provided on opposite sides of the blocking boss 31; the buffer boss 2213 can extend along a second direction, which is the direction from the center of the brake body to the edge of the brake body; along the second direction, the size of the buffer boss 2213 gradually increases.

[0077] Since the size of the end cap 30 gradually increases along the first direction and the size of the buffer boss 2213 gradually increases along the second direction, during the rotation of the braking body 221, once the buffer boss 2213 contacts the blocking boss 31, the larger part of the buffer boss 2213 first abuts against the buffer platform 311 on the larger part of the blocking boss 31, and then the smaller part of the buffer boss 2213 abuts against the buffer platform 311 on the smaller part of the blocking boss 31. This means that the buffer boss 2213 abuts against the blocking boss 31 in a progressive manner, which can effectively reduce the noise generated when the buffer boss 2213 abuts against the blocking boss 31.

[0078] It should be noted that the multiple buffer platforms 311 on each side of the blocking protrusion 31 can be distributed at intervals.

[0079] In addition, in some embodiments, at least one weight-reducing hole 2214 may be provided on the brake body. This arrangement can effectively reduce the mass of the brake body, making it smaller while meeting strength requirements, thereby helping to reduce the mass of the steering assembly.

[0080] It should be noted that the number of weight-reducing holes 2214 can be set according to actual needs. For example, the number of weight-reducing holes 2214 can be 4, or for another example, the number of weight-reducing holes 2214 can be 5. In this embodiment, no limitation is made. When there are multiple weight-reducing holes 2214, the multiple weight-reducing holes 2214 can be distributed at intervals along the circumferential direction of the brake body.

[0081] In addition, in some embodiments, the housing 11 may be provided with a mounting through hole 111, and the wall of the mounting through hole 111 is provided with a blocking platform along the circumferential direction of the mounting through hole 111. The blocking platform has a blocking surface 113, and the driving part 212 is embedded in the mounting through hole 111, and the driving part 212 abuts against the blocking surface 113.

[0082] Since the housing 11 can be provided with a mounting through hole 111, and the wall of the mounting through hole 111 is provided with a blocking platform along the circumferential direction of the mounting through hole 111, when the driving member 21 is provided on the housing 11, the driving part 212 of the driving member 21 can be directly embedded in the mounting through hole 111, and the driving part 212 abuts against the blocking surface 113. Thus, the blocking surface 113 can block the driving part 212, preventing the driving member 21 from extending too far into the mounting through hole 111. Furthermore, when the driving part 212 abuts against the braking part 222, the driving part 212 abuts against the wall of the mounting through hole 111, thereby the wall of the mounting through hole 111 exerts force on the driving part 212, making it difficult for the driving part 212 to rotate. That is, by providing a mounting through hole 111 and providing a blocking platform on the wall of the mounting through hole 111, it is convenient to install the driving member 21 on the housing 11.

[0083] In some embodiments, the drive unit 212 may be provided with a rotating cavity 2126, the cavity wall of which is provided with a spline 2127. The input shaft is embedded in the rotating cavity 2126 and abuts against the spline 2127. With this configuration, when the drive unit 212 needs to be connected to the input shaft, the input shaft can be directly embedded in the rotating cavity 2126 and abut against the spline 2127 to complete the connection between the drive unit 212 and the input shaft. That is, by providing a rotating cavity 2126 on the drive unit 212 and providing a spline 2127 on the cavity wall of the rotating cavity 2126, the connection between the input shaft and the drive unit 212 can be facilitated.

[0084] Of course, in the embodiments of this application, the drive unit 212 can be connected to the input shaft in other ways, such as by bonding, interference fit, snap-fit, or pin insertion. This application does not limit the specific method used in this embodiment.

[0085] In some embodiments, the housing 11 may be provided with a mounting post 114, and the braking part 222 may be provided with a fitting hole 2226, which is fitted onto the mounting post 114. With this arrangement, when the braking element 22 needs to be installed on the housing 11, the fitting hole 2226 can be directly fitted onto the mounting post 114 to complete the installation of the braking element 22. Furthermore, when the driving part 212 abuts against the rotating part, the mounting post 114 abuts against the wall of the fitting hole 2226, and the mounting post 114 applies force to the wall of the fitting hole 2226, causing the fitting hole 2226 to stop rotating, thus stopping the braking part 222 from rotating. In other words, by providing the fitting hole 2226 and the mounting post 114, it is convenient to install the braking element 22 on the housing 11.

[0086] In addition, in this embodiment of the application, the vehicle steering assembly may also include a steering column 40 and a controller 50, with the steering shaft 10 passing through the steering column 40, the controller 50 connected to a motor, and the motor connected to an input shaft.

[0087] Additionally, in this embodiment of the application, when the steering wheel is in the center position, such as Figure 11 As shown, the centerline of the braking unit 222 coincides with the centerline of the driving body 211.

[0088] This application provides a vehicle that includes a steering wheel and a vehicle steering assembly as described in any of the above embodiments; the steering wheel is connected to a steering shaft 10.

[0089] It should be noted that, in the embodiments of this application, the type of vehicle may include, but is not limited to, hybrid vehicles, fuel vehicles, and electric vehicles.

[0090] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "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 this application. 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.

[0091] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle steering assembly, characterized in that, The vehicle steering assembly includes: a steering shaft (10), a deceleration assembly, and a limiting assembly (20); The deceleration assembly includes an input shaft and a housing (11). The input shaft is connected to the steering shaft (10), which is used to connect to the vehicle's steering wheel. The input shaft is located in the housing (11). The limiting component (20) includes a driving member (21) and a braking member (22). The driving member (21) is connected to the input shaft. The driving member (21) includes a driving body (211) and a driving part (212). The driving part (212) is disposed on the side of the driving body (211). The driving body (211) is connected to the input shaft. The driving body (211) is rotatable relative to the housing (11). The braking member (22) includes a braking body (221) and a braking part (222). The braking part (222) is disposed on one side of the braking body (221). The braking body (221) is disposed on the housing (11) and is rotatable relative to the housing (11). The driving body (211) is connected to the braking body (221). The driving body (211) drives the braking body (221) to rotate. The braking part (222) and the driving body (211) are located on the same plane, and the sum of the length of the braking part (222) and the length of the driving part (212) is less than the distance between the center of the braking part (222) and the center of the driving body (211).

2. The vehicle steering assembly according to claim 1, characterized in that, The braking part (222) includes a connecting part (2221) and an extension part (2222). The connecting part (2221) is disposed on one side of the braking body (221). The sum of the length of the extension part (2222) and the length of the driving part (212) is less than the distance between the center of the connecting part (2221) and the center of the driving body (211).

3. The vehicle steering assembly according to claim 1, characterized in that, The driving component (21) further includes a driving gear (213), which is disposed on the end face of the driving body (211). The braking body (221) is provided with braking teeth (2210) on the side of the braking body (221) in the circumferential direction, and the braking teeth (2210) meshes with the driving gear (213).

4. The vehicle steering assembly according to claim 1, characterized in that, The brake tooth pattern (2210) has multiple brake teeth, the drive gear (213) has multiple drive teeth, and the ratio of the number of brake teeth to the number of drive teeth is 22:80 or 23:

60.

5. The vehicle steering assembly according to claim 1, characterized in that, The drive unit (212) includes a first drive subunit (2121) and a second drive subunit (2122); The first drive sub-part (2121) and the second drive sub-part (2122) are both disposed on the side of the drive body (211), and the first drive sub-part (2121) and the second drive sub-part (2122) are distributed at intervals along the circumferential direction of the drive body (211). The first drive sub-part (2121) can abut against the braking part (222), and the second drive sub-part (2122) can abut against the braking part (222). When the drive body (211) rotates along the first rotation direction, the drive body (211) drives the first drive sub-part (2121) and the second drive sub-part (2122) to rotate along the first rotation direction, so that the first drive sub-part (2121) abuts against the braking part (222), and the braking body (221) brakes the first drive sub-part (2121) through the braking part (222); when the drive body (211) rotates along the second rotation direction, the drive body (211) drives the first drive sub-part (2121) and the second drive sub-part (2122) to rotate along the second rotation direction, so that the second drive sub-part (2122) abuts against the braking part (222), and the braking body (221) brakes the second drive sub-part (2122) through the braking part (222).

6. The vehicle steering assembly according to claim 5, characterized in that, The first driving sub-part (2121) and the second driving sub-part (2122) are symmetrical about the centerline of the driving body (211), and the centerline of the driving body (211) is the extension line of the direction in which the diameter of the driving body (211) is located.

7. The vehicle steering assembly according to claim 5, characterized in that, The first drive sub-part (2121) has a plurality of first abutting bosses (2123) at its end, and the plurality of first abutting bosses (2123) are spaced apart. The second drive sub-part (2122) has a plurality of second abutting bosses (2124) at its end, and the plurality of second abutting bosses (2124) are spaced apart. The brake part (222) has a plurality of third abutting bosses (223) at its end, and the plurality of third abutting bosses (223) are spaced apart. When the first drive sub-part (2121) abuts against the brake part (222), the first abutting boss (2123) is embedded in the gap between two adjacent third abutting bosses (223), and the third abutting boss (223) is embedded in the gap between two adjacent first abutting bosses (2123); when the second drive sub-part (2122) abuts against the brake part (222), the second abutting boss (2124) is embedded in the gap between two adjacent third abutting bosses (223), and the third abutting boss (223) is embedded in the gap between two adjacent second abutting bosses (2124).

8. The vehicle steering assembly according to claim 5, characterized in that, The braking part (222) has a first avoidance surface (2221) and a second avoidance surface (2222) opposite to each other along the circumferential direction of the braking body (221). Both the first driving sub-part (2121) and the second driving sub-part (2122) have arc-shaped surfaces. The first avoidance surface (2221) is used to avoid the arc-shaped surface of the first driving sub-part (2121), and the second avoidance surface (2222) is used to avoid the arc-shaped surface of the second driving sub-part (2122).

9. The vehicle steering assembly according to claim 1, characterized in that, The vehicle steering assembly also includes an end cap (30); The end cap (30) is fixedly connected to the housing (11), and the end cap (30) simultaneously covers the drive member (21) and the brake member (22).

10. The vehicle steering assembly according to claim 9, characterized in that, The end cap (30) has a blocking boss (31) on its inner surface facing the drive member (21) and the brake member (22). The brake body (221) has a first brake surface and a second brake surface facing away from each other. The brake part (222) is disposed on the first brake surface. A buffer boss (2213) is disposed on the second brake surface. The buffer boss (2213) and the blocking boss (31) can abut against each other.

11. The vehicle steering assembly according to claim 10, characterized in that, The blocking protrusion (31) extends along a first direction, which is the direction from the center of the end cap (30) to the edge of the end cap (30); along the first direction, the size of the end cap (30) gradually increases, and along the circumferential direction of the end cap (30), multiple buffer platforms (311) are provided on opposite sides of the blocking protrusion (31). The buffer boss (2213) extends along a second direction, which is the direction from the center of the brake body to the edge of the brake body; along the second direction, the size of the buffer boss (2213) gradually increases.

12. The vehicle steering assembly according to claim 1, characterized in that, The housing (11) is provided with a mounting through hole (111), and a blocking platform is provided on the wall of the mounting through hole (111) along the circumferential direction of the mounting through hole (111). The blocking platform has a blocking surface (113). The driving part (212) is embedded in the mounting through hole (111) and the driving part (212) abuts against the blocking surface (113).

13. The vehicle steering assembly according to claim 1, characterized in that, The housing (11) is provided with a mounting post (114), and the braking part (222) is provided with a sleeve hole (2226), which is sleeved on the mounting post (114).

14. A vehicle, characterized in that, The vehicle includes a steering wheel and a vehicle steering assembly as described in any one of claims 1-11; The steering wheel is connected to the steering shaft.

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