Power-assisted steering device for vehicle and vehicle

Abstract

The utility model discloses a power-assisted steering device for a vehicle and the vehicle, and the power-assisted steering device comprises a power-assisted device which is connected with a torsion bar and is provided with a first output shaft suitable for output; the sensor is arranged on the power assisting device or the torsion bar so as to be suitable for detecting the angle difference between the torsion bar and the power assisting device, and the sensor is in linkage with the power assisting device and controls output of the first output shaft according to the angle difference; the speed reducer assembly is provided with an input shaft linked with the first output shaft and a second output shaft, and the input shaft and the second output shaft are in transmission through a small tooth difference; the power assisting device is in direct driving connection with the torsion bar or in speed regulation connection with the torsion bar through a transmission part. According to the power-assisted steering device, due to the fact that the power-assisted device is connected with the torsion bar through the transmission piece in the speed regulation mode, the sensor detects the angle difference between the power-assisted device and the torsion bar and controls the transmission piece to conduct speed reduction and torque increase, and then the torque is output through the power-assisted device, the power-assisted steering device is more compact in structure, and meanwhile the output torque is larger.

Description

Technical Field

[0001] The utility model relates to the field of vehicles, in particular to a steering assist device for a vehicle and the vehicle. Background Art

[0002] In the related technologies, with the rapid development of intelligent driving of passenger cars, commercial vehicles are also facing the trend of electrification and intelligence, and steering is an important part of its intelligence. The traditional electric power steering device has poor overall efficiency and requires a large driving power. Therefore, the traditional electric power steering device has a complex and large structure, a small output power, and is not economical. In addition, due to the large structure of the traditional power steering device, the traditional power steering device has a small available space in the direction of the steering axis, which not only reduces the lightweight of the vehicle, but also has an adverse effect on the safety of the vehicle. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a steering assist device for a vehicle. According to the steering assist device of the utility model, since the assist device and the torsion bar are connected by a transmission member, the sensor detects the angle difference between the assist device and the torsion bar and controls the transmission member to decelerate and increase the torque before the assist device outputs it, so that the steering assist device has a more compact structure and outputs a larger torque.

[0004] The utility model also provides a vehicle with the steering assist device.

[0005] According to the utility model, a steering assist device for a vehicle comprises: an input device, the input device being provided with an input end connected to a steering wheel; a torsion bar, the torsion bar being linked with the input end; a power assist device, the power assist device being connected with the torsion bar and being provided with a first output shaft suitable for output; a sensor, the sensor being provided on the power assist device or the torsion bar so as to be suitable for detecting the angular difference between the torsion bar and the power assist device, the sensor being linked with the power assist device and controlling the output of the first output shaft according to the angular difference; a reducer assembly, the reducer assembly having an input shaft and a second output shaft linked with the first output shaft, the input shaft and the second output shaft being driven by a small tooth difference; wherein the power assist device is directly driven and connected to the torsion bar or connected by a transmission member for speed regulation.

[0006] According to the power steering device of the utility model, the power steering device and the torsion bar are connected by a transmission member to reduce speed and increase torque, and the reduction assembly reduces speed and increases torque by the transmission principle of small tooth difference. First, when the input end drives the torsion bar to deform, the sensor recognizes the angle difference and controls the movement of the transmission belt to achieve deceleration and torque increase in the power steering device. Since the belt transmission structure is simple and occupies little space, and the transmission belt is tensioned on the parts on the power steering device, the structure inside the power steering device is more compact, occupies less space, and has a larger output torque. The power is then output toward the reducer assembly through the first output shaft. The reducer assembly is provided with an input shaft and a second output shaft linked to the first output shaft. The input shaft and the second output shaft are again decelerated and increased in torque by the transmission principle of small tooth difference and then output, so that the power steering device of the present application has a more compact structure and a larger output torque.

[0007] According to some embodiments of the utility model, the power assist device includes: a driving component, on which a third output shaft is arranged; a transmission wheel, which is connected to the first output shaft and has a reduction transmission with the third output shaft.

[0008] According to some embodiments of the utility model, the transmission wheel is sleeved on the outer circumference of the first output shaft, a transmission belt is sleeved on the outer circumference of the transmission wheel and the third output shaft, and the diameter of the transmission wheel is greater than the diameter of the third output shaft.

[0009] According to some embodiments of the utility model, the reducer assembly includes: a reducer housing, in which internal teeth are formed; a first eccentric shaft, one end of which is connected to the first output shaft, and the other end of the first eccentric shaft is formed with an eccentric gear that cooperates with the internal teeth; a second eccentric shaft, one end of which is rotatably disposed on the eccentric gear, and the other end of the second eccentric shaft is rotatably connected to the second output shaft.

[0010] According to some embodiments of the utility model, the second output shaft includes: a shaft body, which is rotatably disposed in the reducer housing and is coaxially disposed with the first output shaft; a transmission plate, which is accommodated in the reducer housing and connected to the shaft body, and the transmission plate is eccentrically disposed with the eccentric gear and rotatably connected to the second eccentric shaft.

[0011] According to some embodiments of the utility model, the eccentric gear and the transmission plate are respectively provided with a first connecting hole and a second connecting hole corresponding to each other, and the two ends of the second eccentric shaft are respectively rotatably arranged in the first connecting hole and the second connecting hole to realize the small tooth difference transmission between the transmission plate and the eccentric gear.

[0012] According to some embodiments of the utility model, a limiting protrusion is formed on the inner wall of the reducer housing, and a limiting notch is formed on the outer periphery of the transmission plate which is suitable for abutting against the limiting protrusion in the circumferential direction to limit the rotation of the transmission plate relative to the reducer housing.

[0013] According to some embodiments of the utility model, the input device includes: an input housing; a first shaft, which is rotatably disposed on the input housing and is provided with the input end linked to the steering wheel; a second shaft, which is connected to the torsion bar and is coaxially disposed with the torsion bar; wherein the first shaft is orthogonal to the second shaft, a first bevel gear is disposed on the first shaft, and a second bevel gear meshing with the first bevel gear is disposed on the second shaft.

[0014] According to some embodiments of the utility model, the sensor includes: a sensor shaft, the sensor shaft sleeve is arranged at one end of the torsion bar and rotates with the torsion bar; a sensor, the sensor is arranged on the input housing and located at the outer periphery of the sensor shaft, and the sensor is suitable for detecting the rotation angle of the sensor shaft relative to the input housing along with the torsion bar.

[0015] The vehicle according to the present utility model is briefly described below.

[0016] The vehicle according to the utility model is provided with a steering assist device as described in any one of the above embodiments. Since the vehicle according to the present invention is provided with a steering assist device as described in any one of the above embodiments, the safety and stability of the vehicle during operation according to the present application are higher.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a front view of a power steering device according to the utility model;

[0020] Figure 2 yes Figure 1 Sectional view at AA in the middle;

[0021] Figure 3 yes Figure 1 Sectional view at the middle BB;

[0022] Figure 4 yes Figure 2 The enlarged image at c in the middle;

[0023] Figure 5 is a schematic structural diagram of a second output shaft according to the utility model;

[0024] Figure 6 It is a structural schematic diagram of a reducer housing according to the utility model;

[0025] Figure 7 It is a schematic diagram of the cooperation between the second output shaft and the reducer housing according to the utility model;

[0026] Figure 8 is a side view of a power steering device according to the utility model;

[0027] Fig. 9 It is a front view of the transmission wheel according to the utility model.

[0028] Reference numerals:

[0029] 100. Power steering device;

[0030] 11. Input housing; 12. First shaft; 121. First output shaft; 13. First bevel gear; 14. Sensor shaft;

[0031] 15. Second bevel gear;

[0032] 16. Torsion bar; 17. Sensor; 18. Fifth bearing;

[0033] 21. reducer housing; 22. first eccentric shaft; 23. second eccentric shaft; 24. eccentric gear;

[0034] 221, first bearing; 222, second bearing; 223, third bearing;

[0035] 31. second output shaft; 32. transmission plate; 33. shaft body; 331. fourth bearing;

[0036] 41. driving component; 42. transmission wheel; 43. transmission belt; 411. third output shaft;

[0037] 101. Second connecting hole; 102. Position limiting notch; 103. First position limiting protrusion; 104. Second position limiting protrusion. DETAILED DESCRIPTION

[0038] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

[0039] In the related technologies, with the rapid development of intelligent driving of passenger cars, commercial vehicles are also facing the trend of electrification and intelligence, and steering is an important part of its intelligence. The traditional electric power steering device has poor overall efficiency and requires a large driving power. Therefore, the traditional electric power steering device has a complex and large structure, a small output power, and is not economical. In addition, due to the large structure of the traditional power steering device, the traditional power steering device has a small available space in the direction of the steering axis, which not only reduces the lightweight of the vehicle, but also has an adverse effect on the safety of the vehicle.

[0040] Reference below Figure 1-Figure 9 A steering assist device according to an embodiment of the present utility model is described.

[0041] According to the utility model, a steering assist device 100 for a vehicle comprises: an input device, a torsion bar 16, a power assist device, a sensor 17 and a reducer assembly, wherein the input device is provided with an input end connected to a steering wheel; the torsion bar 16 is linked with the input end; the power assist device is connected with the torsion bar 16 and is provided with a first output shaft 121 suitable for output; the sensor 17 is provided on the power assist device or the torsion bar 16 to be suitable for detecting the angle difference between the torsion bar 16 and the power assist device, the sensor 17 is linked with the power assist device and controls the output of the first output shaft 121 according to the angle difference; the reducer assembly comprises an input shaft and a second output shaft 31 linked with the first output shaft 121, the input shaft and the second output shaft 31 are driven by a small tooth difference, wherein the power assist device is directly driven and connected with the torsion bar 16 or connected by a transmission member for speed regulation.

[0042] In some specific embodiments, the steering assist device 100 is mainly composed of an input device, a torsion bar 16, a power assist device, a sensor 17 and a reducer assembly. An input end connected to the steering wheel is formed on the input device, and an end of the input end away from the steering wheel is linked to one end of the torsion bar 16. The force from the steering wheel can be input to the torsion bar 16 through the input end and drive the torsion bar 16 to deform. The other end of the torsion bar 16 can be directly driven and connected to the power assist device or connected through a transmission member. The transmission member can be constructed as a transmission belt 43. The sensor 17 is sleeved on the torsion bar 16 or the power assist device. The power assist device is formed with a first output shaft 121 that outputs power toward the reducer assembly. When the input end is driven by the force from the steering wheel, the input end drives the torsion bar 16. Deformation occurs, and an angle difference is formed between the torsion bar 16 and the power-assisting device. The sensor 17 recognizes this angle difference and controls the movement of the transmission belt 43 to achieve deceleration and torque increase in the power-assisting device. The power-assisting device of the present application adopts the principle of belt drive to decelerate and increase torque. Since the belt drive requires few parts and has a simple structure, the power-assisting device is relatively easy to manufacture and install, and the manufacturing cost is low. At the same time, the belt drive can buffer and absorb vibrations, effectively reduce the noise and vibration during the transmission process of the power-assisting device, and make the transmission of the power-assisting device more stable. In addition, since the transmission belt 43 is tensioned on the parts in the power-assisting device, the structure in the power-assisting device is more compact and occupies less space, so that the steering assist device 100 has a more compact structure, a larger output torque and runs more smoothly.

[0043] The first output shaft 121 outputs power toward the reducer assembly, and an input shaft and a second output shaft 31 linked with the first output shaft 121 are provided in the reducer assembly. The input shaft receives the power transmitted by the first output shaft 121, and the input shaft and the second output shaft 31 are decelerated and torque increased through the small tooth difference transmission principle, and then the second output shaft outputs a larger torque. The small tooth difference transmission principle achieves deceleration through gears with a small number of teeth. At the same time, the difference in the number of teeth between the gears is small, and the meshing relationship between the gears is closer, which further reduces the transmission clearance. While improving the transmission efficiency, the overall structure will be more compact. In addition, since the number of gear teeth used in the small tooth difference transmission principle is small, the size of the gear can also be reduced accordingly, making the occupied volume smaller. Therefore, the steering assist device 100 of the present application adopts this small tooth difference transmission principle to decelerate and increase torque, so that the steering assist device 100 has a more compact structure, occupies less space inside the vehicle, and outputs a larger torque.

[0044] According to the power steering device 100 of the utility model, the power steering device and the torsion bar 16 are connected by a transmission member to adjust the speed to reduce speed and increase torque, and the reduction assembly reduces speed and increases torque by the transmission principle of small tooth difference. First, when the input end drives the torsion bar 16 to deform, the sensor 17 identifies the angle difference and controls the movement of the transmission belt to achieve deceleration and increase torque in the power steering device. Since the belt transmission structure is simple and occupies a small space, and the transmission belt is tensioned on the parts in the power steering device, the structure in the power steering device is more compact, occupies less space, and has a larger output torque. Then, the power is output to the reducer assembly through the first output shaft 121. The reducer assembly is provided with an input shaft and a second output shaft linked to the first output shaft 121. The input shaft and the second output shaft are decelerated and increased again by the transmission principle of small tooth difference before output, so that the power steering device 100 of the present application has a more compact structure and a larger output torque. Power steering device 100

[0045] According to some embodiments of the utility model, the power assist device includes: a driving component 41 and a transmission wheel 42, and a third output shaft 411 is arranged on the driving component 41; the transmission wheel 42 is connected to the first output shaft 121, and the transmission wheel 42 and the third output shaft 411 are reduced in transmission, and the first output shaft 121 is connected to the transmission wheel 42, thereby reducing the rotation speed of the first output shaft 121 and increasing the torque output by the first output shaft 121.

[0046] According to some embodiments of the present invention, the transmission wheel 42 is sleeved on the outer circumference of the first output shaft 121 , and a transmission belt 43 is sleeved on the outer circumference of the transmission wheel 42 and the third output shaft 411 . The diameter of the transmission wheel 42 is greater than the diameter of the third output shaft 411 .

[0047] In some specific embodiments, a transmission wheel 42 is sleeved on the outer periphery of the first output shaft 121, and a first meshing tooth is arranged on the transmission wheel 42. A transmission belt 43 is sleeved on the outer periphery of the third output shaft 411 of the transmission wheel 42, and the diameter of the transmission wheel 42 is greater than the diameter of the third output shaft 411. A second meshing tooth is arranged on the transmission belt 43, and a third meshing tooth is arranged on the third output shaft 411, wherein the first meshing tooth meshes with the second meshing tooth, and the second meshing tooth meshes with the third meshing tooth. When the input end is driven by the steering wheel force, the input end drives the torsion bar 16 to deform, and the torsion bar 16 and the power assist device are engaged with each other. An angle difference is formed between them, and the sensor 17 recognizes this angle difference and converts it into an electrical signal and sends it to the driving component 41. The driving component 41 drives the third output shaft 411 to rotate, and the third meshing teeth are meshed with the second meshing teeth for transmission. The transmission belt 43 rotates under the drive of the third output shaft 411, and the second meshing teeth are meshed with the first meshing teeth for transmission, so that power is transmitted from the third output shaft 411 to the transmission wheel 42 through the transmission belt 43. A certain friction resistance will be generated between the transmission belt 43 and the transmission wheel 42, thereby reducing the rotation speed of the transmission wheel 42 and increasing the torque output by the first output shaft 121.

[0048] According to some embodiments of the utility model, the reducer assembly includes: a reducer housing 21, a first eccentric shaft 22 and a second eccentric shaft 23, and internal teeth are formed in the reducer housing 21; one end of the first eccentric shaft 22 is connected to the first output shaft 121, and the other end of the first eccentric shaft 22 is formed with an eccentric gear 24 that cooperates with the internal teeth; one end of the second eccentric shaft 23 is rotatably arranged on the eccentric gear 24, and the other end of the second eccentric shaft 23 is rotatably connected to the second output shaft 31.

[0049] In some specific embodiments, the reducer assembly is mainly composed of a reducer housing 21, a first eccentric shaft 22 and a second eccentric shaft 23. A mounting hole is formed on the reducer housing 21. The first eccentric shaft 22 is fixed in the mounting hole through an oil seal. The other end of the first eccentric shaft 22 is connected to the second output shaft 31. The eccentric shaft section of the first eccentric shaft 22 is sleeved with an eccentric gear 24. Internal teeth are formed in the reducer housing 21. The internal teeth are meshed with the eccentric gear 24, and the diameter of the internal teeth is larger than the diameter of the eccentric gear 24. The eccentric gear 24 rotates in the internal teeth under the drive of the first eccentric shaft 22. The eccentric gear 24 continuously rotates around the axis of the second output shaft 31 during the meshing process with the internal teeth. Since the number of teeth of the eccentric gear 24 and the internal gear is very different, the eccentric gear 24 rotates around the first eccentric shaft 22. The movement of the second eccentric shaft 23 is a reverse low-speed rotation movement. One end of the second eccentric shaft 23 is rotatably arranged in the eccentric gear 24, and the other end of the second eccentric shaft 23 is rotatably connected to the second output shaft 31. The second eccentric shaft 23 contacts the inner wall of the eccentric gear 24, so that the second eccentric shaft 23 can rotate at a low speed relative to the second output shaft 31 and the eccentric gear 24 under the drive of the eccentric gear 24. A certain speed difference is formed between the second eccentric shaft 23 and the first eccentric shaft 22. The first eccentric shaft 22 and the second eccentric shaft 23 are respectively connected to the second output shaft 31, thereby reducing the rotation speed of the second output shaft 31 and increasing the output torque of the second output shaft 31. The steering assist device 100 in this application increases the output torque by applying the above-mentioned small tooth difference transmission principle in the reducer assembly.

[0050] In addition, a first bearing 221 is arranged between the reducer housing 21 and the first eccentric shaft 22, so that the transmission of the first eccentric shaft 22 in the reducer housing 21 is smoother. An external spline is formed on one end of the first eccentric shaft 22, and an internal spline is formed on the first output shaft 121. The external spline cooperates with the internal spline, so that the first eccentric shaft 22 is connected to the first output shaft 121. This connection method is simple, has better assembly performance and is replaceable. A second bearing 222 is also arranged between the eccentric gear 24 and the first eccentric shaft 22, so that the transmission between the eccentric gear 24 and the first eccentric shaft 22 is smoother.

[0051] According to some embodiments of the utility model, the second output shaft 31 includes: a shaft body 33 and a transmission plate 32, the shaft body 33 is rotatably disposed in the reducer housing 21 and is coaxially disposed with the first output shaft 121 respectively; the transmission plate 32 is accommodated in the reducer housing 21 and is connected to the shaft body 33, the transmission plate 32 is eccentrically disposed with the eccentric gear 24 and is rotatably connected with the second eccentric shaft 23.

[0052] In some specific embodiments, the second output shaft 31 is composed of a shaft body 33 and a transmission disc 32. The shaft body 33 is rotatably accommodated in the reducer housing 21. The shaft body 33 is coaxially arranged with the first output shaft 121 and is connected to the first eccentric shaft 22. The transmission disc 32 is arranged at one end of the shaft body 33 close to the first eccentric shaft 22. The transmission disc 32 is accommodated in the reducer housing 21 and is eccentrically arranged with the eccentric gear 24. The second eccentric shaft 23 is rotatably arranged in the transmission disc 32. The second eccentric shaft 23 can rotate relative to the transmission disc 32 under the drive of the eccentric gear 24 and transmit the power transmitted by the eccentric gear 24 to the transmission disc 32, thereby realizing the transmission between the eccentric gear 24 and the second output shaft 31.

[0053] In addition, a third bearing 223 and an oil seal are provided between the shaft body 33 and the reducer housing 21 to ensure that the second output shaft 31 can withstand a larger load and that there is a certain degree of sealing between the second output shaft 31 and the reducer housing 21 .

[0054] According to some embodiments of the utility model, the eccentric gear 24 and the transmission plate 32 are respectively provided with a first connecting hole and a second connecting hole 101 corresponding to each other, and the two ends of the second eccentric shaft 23 are respectively rotatably arranged in the first connecting hole and the second connecting hole 101 to realize the small tooth difference transmission between the transmission plate 32 and the eccentric gear 24.

[0055] In some specific embodiments, a first connecting hole is provided on the eccentric gear 24, and a first connecting hole is provided on the transmission disk 32. The first connecting hole and the second connecting hole 101 are arranged opposite to each other. Both ends of the second eccentric shaft 23 are supported in the first connecting hole and the second connecting hole 101 respectively through fourth bearings 331. Driven by the eccentric gear 24, the second eccentric shaft 23 can rotate at a low speed relative to the transmission disk 32 and transmit the rotation speed to the shaft body 33. Since there is a speed difference between the second eccentric shaft 23 and the first eccentric shaft 22, the output rotation speed of the shaft body 33 is reduced, and the output torque of the second output shaft 31 is increased, that is, small tooth difference transmission is realized.

[0056] According to some embodiments of the present invention, a limiting protrusion is formed on the inner wall of the reducer housing 21, and a limiting notch 102 suitable for abutting against the limiting protrusion in the circumferential direction is formed on the outer periphery of the transmission disc 32 to limit the rotation of the transmission disc 32 relative to the reducer housing 21.

[0057] In some specific embodiments, a first limiting protrusion 103 and a second limiting protrusion 104 are formed on the inner wall of the reducer housing 21. The first limiting protrusion 103 and the second limiting protrusion 104 are symmetrically arranged with the axis of the second output shaft 31 as the symmetry center. A limiting notch 102 is formed on the outer periphery of the transmission disk 32. When the second output shaft 31 rotates to a preset angle, the limiting notch 102 on the rotating disk respectively abuts against the first limiting protrusion 103 and the second limiting protrusion 104 in the circumferential direction, thereby limiting the rotation angle of the second output shaft 31 relative to the reducer housing 21, so as to realize the transmission of the steering assist device 100 within a set angle, thereby improving the safety and reliability of the vehicle during operation.

[0058] According to some embodiments of the utility model, the input device includes: an input housing 11, a first shaft 12 and a second shaft; the first shaft 12 is rotatably arranged on the input housing 11 and is provided with an input end linked to the steering wheel; the second shaft is connected to the torsion bar 16 and is coaxially arranged with the torsion bar 16; wherein the first shaft 12 is orthogonal to the second shaft, a first bevel gear 13 is arranged on the first shaft 12, and a second bevel gear 15 meshing with the first bevel gear 13 is arranged on the second shaft.

[0059] In some specific embodiments, the input device is composed of an input housing 11, a first shaft 12, and a second shaft. A receiving cavity is formed in the input housing 11, and a convex portion connected to the receiving cavity is formed on the outer surface of the input housing 11. The first shaft 12 is rotatably arranged in the convex portion. A fifth bearing 18 and an oil seal are arranged between the first shaft 12 and the inner wall of the convex portion to ensure the smooth rotation of the first shaft 12 in the convex portion. An input end is formed on the first shaft 12 and is linked to the steering wheel. A first bevel gear 13 is sleeved on one end of the first shaft 12 away from the input end, and a second bevel gear 13 is sleeved on the second shaft 12. The second shaft is contained in the accommodating cavity, and is connected to the torsion bar 16, and the axis of the second shaft coincides with the axis of the torsion bar 16. The second shaft is sleeved with a second bevel gear 15, and the axis of the first bevel gear 13 is orthogonal to the axis of the second bevel gear 15. The first bevel gear 13 is meshed with the second bevel gear 15 to change the direction of force transmission, that is, the vertical force transmitted by the steering wheel to the first shaft 12 is changed into a horizontal force through the cooperation of the first bevel gear 13 and the second bevel gear 15 and transmitted to the second shaft, so that the second shaft drives the torsion bar 16 to deform.

[0060] According to some embodiments of the present utility model, the sensor 17 includes: a sensor shaft 14 and a sensor 17, the sensor shaft 14 is sleeved on one end of the torsion bar 16 and rotates with the torsion bar 16; the sensor 17 is arranged on the input housing 11 and is located at the outer periphery of the sensor shaft 14, and the sensor 17 is suitable for detecting the rotation angle of the sensor shaft 14 relative to the input housing 11 with the torsion bar 16.

[0061] In some specific embodiments, the sensor 17 is composed of a sensor shaft 14 and a sensor 17. The sensor shaft 14 is sleeved on the outer periphery of the torsion bar 16, and the torsion bar 16 is fixed in the sensor shaft 14 by a fixing pin. The sensor 17 is sleeved on the outer periphery of the sensor shaft 14 and is arranged on the housing. When the sensor shaft 14 is driven by a force, the torsion bar 16 is deformed, and an angle difference is formed between the sensor shaft 14 and the transmission wheel 42. The sensor 17 recognizes the angle difference and converts it into an electrical signal and sends it to the driving component 41. The driving component 41 outputs torque according to the control strategy.

[0062] The vehicle according to the present utility model is briefly described below.

[0063] The vehicle according to the present invention is provided with a steering assist device 100 as described in any one of the above embodiments. Since the vehicle according to the present invention is provided with a steering assist device 100 as described in any one of the above embodiments, the safety and stability of the vehicle during operation according to the present application are higher.

[0064] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0065] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0066] In the description of the present invention, "plurality" means two or more.

[0067] In the description of the present invention, a first feature being “above” or “below” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact but are in contact with each other via another feature therebetween.

[0068] In the description of the present invention, a first feature being "above", "above" and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. In the description of this specification, descriptions with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" mean that specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention.

[0069] In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0070] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A power steering device for a vehicle, characterized in that: include: An input device, wherein the input device is provided with an input terminal connected to the steering wheel; A torsion bar (16), the torsion bar (16) being linked to the input end; A power-assisting device, the power-assisting device is connected to the torsion bar (16) and is provided with a first output shaft (121) suitable for output; a sensor, the sensor being arranged on the power-assisting device or the torsion bar (16) so as to detect an angle difference between the torsion bar (16) and the power-assisting device, the sensor being linked to the power-assisting device and controlling the output of the first output shaft (121) according to the angle difference; A reducer assembly, the reducer assembly comprising an input shaft and a second output shaft (31) linked to the first output shaft (121), the input shaft and the second output shaft (31) being driven by a small tooth difference; wherein The power assist device is directly connected to the torsion bar (16) by driving or connected at a speed controlled by a transmission member.

2. The power steering device for a vehicle according to claim 1, characterized in that: The power assist device comprises: A driving component (41), wherein the driving component (41) is provided with a third output shaft (411); A transmission wheel (42), the transmission wheel (42) is connected to the first output shaft (121) and the transmission wheel (42) is reduced in transmission with the third output shaft (411).

3. The power steering device for a vehicle according to claim 2, characterized in that: The transmission wheel (42) is sleeved on the outer circumference of the first output shaft (121), and a transmission belt (43) is sleeved on the outer circumferences of the transmission wheel (42) and the third output shaft (411), and the diameter of the transmission wheel (42) is greater than the diameter of the third output shaft (411).

4. The power steering device for a vehicle according to claim 1, characterized in that: The reducer assembly comprises: A reducer housing (21), wherein internal teeth are formed in the reducer housing (21); A first eccentric shaft (22), one end of the first eccentric shaft (22) being connected to the first output shaft (121), and the other end of the first eccentric shaft (22) being formed with an eccentric gear (24) matching the internal teeth; A second eccentric shaft (23), one end of the second eccentric shaft (23) is rotatably disposed on the eccentric gear (24), and the other end of the second eccentric shaft (23) is rotatably connected to the second output shaft (31).

5. The power steering device for a vehicle according to claim 4, characterized in that: The second output shaft (31) comprises: A shaft body (33), the shaft body (33) being rotatably disposed on the reducer housing (21) and being coaxially disposed with the first output shaft (121); A transmission disc (32), the transmission disc (32) is accommodated in the reducer housing (21) and connected to the shaft body (33), the transmission disc (32) is eccentrically arranged with the eccentric gear (24) and is rotatably connected to the second eccentric shaft (23).

6. The power steering device for a vehicle according to claim 5, characterized in that: The eccentric gear (24) and the transmission plate (32) are respectively provided with a first connection hole and a second connection hole (101) corresponding to each other, and the two ends of the second eccentric shaft (23) are respectively rotatably arranged in the first connection hole and the second connection hole (101) to realize the small tooth difference transmission between the transmission plate (32) and the eccentric gear (24).

7. The power steering device for a vehicle according to claim 6, characterized in that: The inner wall of the reducer housing (21) is formed with a limiting protrusion, and the outer periphery of the transmission disc (32) is formed with a limiting notch (102) suitable for abutting against the limiting protrusion in the circumferential direction to limit the rotation of the transmission disc (32) relative to the reducer housing (21).

8. The power steering device for a vehicle according to claim 1, characterized in that: The input device comprises: Input housing (11); A first shaft (12), the first shaft (12) being rotatably disposed on the input housing (11) and provided with the input end linked to the steering wheel; a second shaft, the second shaft being connected to the torsion bar (16) and being coaxially arranged with the torsion bar (16); wherein The first shaft (12) is orthogonal to the second shaft; a first bevel gear (13) is arranged on the first shaft (12); and a second bevel gear (15) meshing with the first bevel gear (13) is arranged on the second shaft.

9. The power steering device for a vehicle according to claim 8, characterized in that: The sensor comprises: A sensor shaft (14), wherein the sensor shaft (14) is sleeved on one end of the torsion bar (16) and rotates along with the torsion bar (16); A sensor is provided on the input housing (11) and is located on the outer periphery of the sensor shaft (14), and is suitable for detecting a rotation angle of the sensor shaft (14) relative to the input housing (11) along with the torsion bar (16).

10. A vehicle, characterized in that: The invention comprises a power steering device as claimed in any one of claims 1 to 9.

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