Steering system damping mechanism, steering system and vehicle

Abstract

The utility model provides a steering system damping mechanism, a steering system and a vehicle. The steering system damping mechanism comprises a shell, a transmission shaft inserted in the shell and a valve body arranged in the shell. Wherein the transmission shaft is connected between a steering wheel and an input shaft of a steering gear, the valve body is in transmission connection with the transmission shaft and divides the interior of the shell into a first part and a second part, the first part and the second part are filled with damping fluid, and a communicating part for communicating the first part with the second part is arranged on the valve body. In addition, the valve body can axially move along with rotation of the transmission shaft and drive the damping fluid to circulate between the first part and the second part through the communicating part. According to the damping mechanism of the steering system, the valve body can axially move along with rotation of the transmission shaft, the damping fluid is driven to pass through the communication part, and damping force for movement is formed on throttling of the damping fluid, so that a steering wheel can be prevented from rotating rapidly, all the components of the damping mechanism are integrated in the shell, the structure is compact, and arrangement is convenient.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a damping mechanism for a steering system. At the same time, the utility model also relates to a steering system provided with the damping mechanism for the steering system, and a vehicle provided with the steering system. Background Art

[0002] A steering damper is a damping shock absorber installed in an automotive steering system, and its structure also has various forms. A common one is a cylindrical shock absorber filled with viscous liquid inside, and its structure is similar to that of a suspension shock absorber. The function of the steering damper is to convert these vibrations and shakes into heat energy and dissipate it through the internal damping mechanism, thereby reducing the vibrations and shakes of the steering system and preventing self-excited or forced hunting of the vehicle's steering wheels. Or, to prevent the phenomenon of "hitting the driver's hand" on the steering wheel after the wheel is impacted and protect the driver. However, the currently used steering dampers have various disadvantages. For example, the integration level between components is low, the occupied space is large, and it is not convenient to arrange. Summary of the Utility Model

[0003] In view of this, the utility model aims to provide a damping mechanism for a steering system, which has a compact structure and is convenient to arrange.

[0004] To achieve the above object, the technical solution of the utility model is realized as follows:

[0005] A damping mechanism for a steering system includes a housing, a transmission shaft inserted in the housing, and a valve body disposed in the housing;

[0006] The transmission shaft is connected between the steering wheel and the input shaft of the steering gear. The valve body is in transmission connection with the transmission shaft, and the valve body divides the interior of the housing into a first part and a second part. Both the first part and the second part are filled with damping liquid, and a communication part for communicating the first part and the second part is provided on the valve body;

[0007] The valve body can move axially along the transmission shaft as the transmission shaft rotates, and the movement of the valve body can drive the damping liquid to flow between the first part and the second part through the communication part.

[0008] Further, the valve body is in transmission connection with the transmission shaft through a lead screw-nut mechanism;

[0009] The transmission shaft is provided with an external thread and constitutes the lead screw in the lead screw-nut mechanism. The lead screw-nut mechanism further includes a nut screwed on the transmission shaft, and the nut is connected to the valve body.

[0010] Further, the nut and the valve body are arranged at intervals in the axial direction of the transmission shaft, and a bracket is connected between the nut and the valve body.

[0011] Further, the bracket includes a cylinder body sleeved outside the transmission shaft. One end of the cylinder body is connected to the nut, the other end of the cylinder body is connected to the valve body, and through holes for the damping liquid to pass through are provided on the cylinder body.

[0012] Further, the through holes are multiple and are arranged at intervals along the circumferential direction of the cylinder body.

[0013] Further, the communication part includes communication holes provided on the valve body. The communication holes are multiple and are arranged at intervals along the circumferential direction of the transmission shaft.

[0014] Further, a sealing part for sealing the gap between the valve body and the housing is provided.

[0015] Further, the sealing part includes a plurality of sealing grooves provided on the valve body and sealing rings provided in the respective sealing grooves.

[0016] Compared with the prior art, the present utility model has the following advantages:

[0017] For the steering system damping mechanism of the present utility model, by connecting the transmission shaft to the steering wheel and the input shaft of the steering gear, and arranging a valve body in transmission connection with the transmission shaft, thus, the valve body can axially move along with the rotation of the transmission shaft, and drive the damping liquid to flow between the first part and the second part through the communication part, and the throttling of the damping liquid forms a damping force for the movement, thereby preventing the phenomenon of "hitting hands" when the steering wheel rotates rapidly, protecting the driver from being injured, and all its components are integrated in the housing, with a compact structure and convenient layout.

[0018] In addition, the valve body and the transmission shaft are in transmission connection through a lead screw and nut mechanism, which not only enables a high transmission efficiency between the valve body and the transmission shaft, but also has a simple structure, mature technology and is convenient for design and implementation. Arranging the nut and the valve body at intervals along the axial direction of the transmission shaft is beneficial to the longer thread setting of the transmission shaft, enabling the nut and the valve body to have a larger stroke, and can avoid the contact between the thread and the valve body, thus preventing the wear of the valve body. At the same time, it can also prevent the nut from blocking the communication part, which is beneficial to the smooth flow of the damping liquid between the first part and the second part; the setting of the bracket can connect the two together to realize the transmission connection between the valve body and the transmission shaft.

[0019] Secondly, the bracket includes a cylinder body sleeved outside the transmission shaft, and through holes for the damping fluid to pass through are provided on the cylinder body. This not only enables the connection between the bracket and the nut valve body, but also the setting of the through holes can prevent the hindrance of the damping fluid flow. Moreover, the structure is simple, facilitating processing, manufacturing, and assembly. Setting the through holes as a plurality of circumferentially spaced ones along the cylinder body can further facilitate the smooth flow of the damping fluid, improve the flow uniformity of the damping fluid in the circumferential direction of the transmission shaft and the uniformity of the damping force, thus having a better usage effect.

[0020] Furthermore, the communication part includes a plurality of communication holes circumferentially spaced along the transmission shaft. It not only has a simple structure, but also can improve the flow uniformity of the damping fluid in the circumferential direction of the transmission shaft, facilitating the improvement of the uniformity of the damping force, and thus having a better damping effect.

[0021] In addition, by providing a sealing part between the valve body and the housing, it can prevent the damping fluid from flowing through the gap between the valve body and the housing, which can better restrict the damping fluid to only flow through the communication part, facilitating the generation of a better damping effect. The sealing part includes a plurality of sealing grooves arranged at intervals and sealing rings provided in each sealing groove. It not only has a simple structure, but also can make the valve body and the housing have a better sealing effect.

[0022] Another object of the present invention is to propose a steering system, in which the above-mentioned steering system damping mechanism is provided.

[0023] In the steering system of the present invention, by providing the above-mentioned steering system damping mechanism, it can not only limit the rotation speed of the steering wheel after being impacted to protect the driver from being injured, but also facilitate the arrangement of other components.

[0024] In addition, another object of the present invention is to propose a vehicle, in which the above-mentioned steering system is provided.

[0025] The vehicle of the present invention has all the beneficial effects of the above-mentioned steering system, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings forming a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments and descriptions thereof of the present invention are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0027] Figure 1 is a schematic structural diagram of the steering system damping mechanism according to an embodiment of the present invention;

[0028] Figure 2 is a cross-sectional view of the steering system damping mechanism according to an embodiment of the present invention;

[0029] Figure 3 Schematic diagram of the structure when removing the housing of the steering system damping mechanism according to an embodiment of the present utility model;

[0030] Figure 4 Schematic diagram of the structure of the bracket according to an embodiment of the present utility model;

[0031] Figure 5 Schematic diagram of the structure of the valve body according to an embodiment of the present utility model.

[0032] Explanation of reference numerals:

[0033] 1. Housing; 2. Transmission shaft; 3. Valve body; 4. Nut; 5. Bracket; 6. Sealing ring;

[0034] 101. First part; 102. Second part;

[0035] 301. Communication hole; 302. Sealing groove;

[0036] 501. Through hole. Detailed implementation manners

[0037] It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments may be combined with each other.

[0038] In the description of the present utility model, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0039] In addition, in the description of the present utility model, unless otherwise clearly defined, the terms "installation", "connection", "connection", "connector" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood in combination with the specific circumstances.

[0040] The present utility model will be described in detail below with reference to the drawings and in combination with embodiments.

[0041] In the steering system of a vehicle, a steering damping mechanism is a device installed in the vehicle's steering system. Its main function is to reduce the vibration and sway during vehicle steering, improving driving stability and comfort. When the vehicle steers, the steering system is affected by various forces from the road surface, such as bumps, impacts, crosswinds, etc. These forces cause the steering wheels to vibrate and sway. The steering damper converts these vibrations and sways into heat energy through an internal damping mechanism and dissipates it, thereby reducing the vibration and sway of the steering system and preventing the phenomenon of the steering wheel "hitting the hand". Currently, the commonly used steering dampers generally have the disadvantages of low integration between components, large occupied space, and inconvenient layout.

[0042] Therefore, this embodiment proposes a new type of steering system damping mechanism, which has a compact structure and is convenient for layout. Moreover, the steering system damping mechanism as a whole includes a housing 1, a transmission shaft 2 inserted into the housing 1, and a valve body 3 disposed within the housing 1.

[0043] Among them, the transmission shaft 2 is connected between the steering wheel and the steering gear input shaft. The valve body 3 is in transmission connection with the transmission shaft 2, and the valve body 3 divides the interior of the housing 1 into a first part 101 and a second part 102. Both the first part 101 and the second part 102 are filled with damping fluid, and the valve body 3 is provided with a communication part for communicating the first part 101 and the second part 102. Moreover, the valve body 3 can move axially along the transmission shaft 2 as the transmission shaft 2 rotates, and the movement of the valve body 3 can drive the damping fluid to flow between the first part 101 and the second part 102 through the communication part.

[0044] For the steering system damping mechanism of this embodiment, by connecting the transmission shaft 2 between the steering wheel and the steering gear input shaft and setting the valve body 3 in transmission connection with the transmission shaft 2, thus, it can be made that the valve body 3 moves axially as the transmission shaft 2 rotates and drives the damping fluid to flow between the first part 101 and the second part 102, and the throttling of the damping fluid forms a damping force for movement, thereby preventing the phenomenon of the steering wheel rotating rapidly and "hitting the hand", protecting the driver from harm, and all its components are integrated within the housing 1, with a compact structure and convenient for layout. Therefore, it can have a better use effect compared with most of the existing steering dampers.

[0045] Based on the above design concept, an exemplary structure of the steering system damping mechanism of this embodiment is referred to Figure 1 and Figure 2 as shown. Among them, as a preferred embodiment, the housing 1 of this embodiment is cylindrical, and both ends of the transmission shaft 2 protrude outwardly to its two sides. It can be understood that in addition to setting the housing 1 as cylindrical, setting it as rectangular or other shapes is also feasible, but other shapes will obviously increase the manufacturing difficulty and occupy a larger space.

[0046] As a preferred embodiment, the valve body 3 of this embodiment is drivingly connected to the transmission shaft 2 through a lead screw and nut mechanism. Such a design not only enables a high transmission efficiency between the valve body 3 and the transmission shaft 2, but also has a simple structure, mature technology, and is convenient for design and implementation. And, in combination with Figure 2 and Figure 3 As shown in, an external thread is provided on the transmission shaft 2 and constitutes the lead screw in the lead screw and nut mechanism, and the lead screw and nut mechanism further includes a nut 4 screwed onto the transmission shaft 2, and the nut 4 is connected to the valve body 3.

[0047] Here, it should be mentioned that the nut 4 screwed onto the transmission shaft 2, in addition to using the Figure 2 and Figure 3 lead screw and nut that cooperate with the balls as shown in, has structures such as a ball passage and a reverser inside. It can also adopt a common nut structure as a fastener. Since this ball screw mechanism is a commonly used mechanism by those skilled in the art and is a common and easily obtainable structure, it will not be elaborated here.

[0048] It should be noted that when the nut 4 in the lead screw and nut mechanism adopts the structure of an ordinary nut as a fastener, at this time, a limiting structure for restricting the rotation of the nut 4 needs to be provided between the housing 1 and the nut 4. For example, based on the Figure 2 state shown, a limiting post extending downward can be provided at the top of the housing 1 and inserted into the nut 4, and this structure can restrict the nut 4 from rotating with the transmission shaft 2, thereby limiting the nut 4 to drive the valve body 3 to move axially along the transmission shaft 2.

[0049] In addition, in addition to indirectly drivingly connecting the valve body 3 to the transmission shaft 2 through the nut 4, the valve body 3 can also be directly drivingly connected to the transmission shaft 2. At this time, an internal thread screwed onto the external thread of the transmission shaft 2 is provided in the valve body 3, and a limiting structure for restricting the rotation of the valve body 3 is provided, and the limiting structure can adopt a limiting post vertically provided on the housing 1 and inserted into the valve body 3.

[0050] And based on the Figure 2 state shown, as a further embodiment, the nut 4 and the valve body 3 are spaced apart axially on the transmission shaft 2, and a bracket 5 is connected between the nut 4 and the valve body 3. Such a setting is conducive to setting a longer length of the thread on the transmission shaft 2, enabling the nut 4 and the valve body 3 to have a larger stroke, and can avoid the thread contacting the valve body 3 and wearing the valve body 3. At the same time, it can also prevent the nut 4 from blocking the communication part, which is conducive to the smooth flow of the damping liquid between the first part 101 and the second part 102.

[0051] The provision of the bracket 5 can connect the two together, thus achieving the transmission connection between the valve body 3 and the transmission shaft 2. Among them, as a preferred embodiment, the bracket 5 of this embodiment includes a cylinder sleeved outside the transmission shaft 2. One end of the cylinder is connected to the nut 4, and the other end of the cylinder is connected to the valve body 3. A through hole 501 for the damping liquid to pass through is provided on the cylinder.

[0052] Among them, as Figure 4 shown in, the bracket 5 of this embodiment is integrally in a cylindrical shape adapted to the housing 1, and the through hole 501 is a rectangular hole. With the above structure of the bracket 5, not only can the connection between the bracket 5, the nut 4 and the valve body 3 be realized, but also the provision of the through hole 501 can prevent the damping liquid from flowing being obstructed, and the structure is simple, facilitating processing, manufacturing and assembly. As a further embodiment, the through holes 501 of this embodiment are multiple and are arranged at intervals along the circumferential direction of the cylinder. For example, there are four as Figure 5 shown in, or other quantities can also be set. The advantage of such a design is that it can further facilitate the smooth flow of the damping liquid and improve the flow uniformity of the damping liquid in the circumferential direction of the transmission shaft 2, thus having a better use effect.

[0053] It can be understood that the bracket 5 can be set as a square cylinder in addition to a cylinder. Moreover, in addition to adopting the above structure, the bracket 5 of this embodiment can also adopt other structures as long as the connection between the nut 4 and the valve body 3 can be realized and the flow of the damping liquid is not obstructed. In addition, in addition to connecting the nut 4 to the valve body 3 through the bracket 5, when the length of the nut 4 is large and the external thread of the transmission shaft 2 can be prevented from contacting the valve body 3, the nut 4 and the valve body 3 can also be connected.

[0054] The structure of the valve body 3 of this embodiment is as Figure 5 shown in. Its whole is also in a cylindrical shape adapted to the housing 1, and a central hole sleeved on the transmission shaft 2 is provided inside. And, as a specific embodiment, the communication part of this embodiment includes communication holes 301 provided on the valve body 3, and the communication holes 301 are multiple and are arranged at intervals along the circumferential direction of the transmission shaft 2. In addition, as a preferred embodiment, a sealing part for sealing the gap between the valve body 3 and the housing 1 is provided. In this embodiment, by providing a sealing part between the valve body 3 and the housing 1, the damping liquid can be prevented from flowing through the gap between the valve body 3 and the housing 1, and it can better restrict the damping liquid to only flow through the communication holes 301, which is beneficial to generating a better damping effect.

[0055] And as a preferred embodiment, as Figure 2 and Figure 5As shown, the sealing portion includes a plurality of sealing grooves 302 provided on the valve body 3, and sealing rings 6 provided in each of the sealing grooves 302. Among them, both the sealing grooves 302 and the sealing rings 6 are annularly arranged along the circumference of the valve body 3. It should be noted that in addition to this structure, other conventional sealing structures can also be used for the sealing portion. In addition, the number of the sealing grooves 302 is not limited to that shown in the figure, and the number can be adjusted accordingly according to requirements. The sealing ring 6 is preferably circular to facilitate the axial movement of the valve body 3 along the transmission shaft 2.

[0056] When the steering system damping mechanism of this embodiment is in use, when the driver turns the steering wheel, the transmission shaft 2 is driven to rotate, and the rotational motion of the transmission shaft 2 is converted into the axial motion of the valve body 3 through the nut 4. When the valve body 3 moves axially, the damping fluid flows between the first part 101 and the second part 102, and a damping force can be generated. When the wheel is impacted, the steering gear rack moves quickly, driving the steering gear input shaft to rotate quickly. Among them, the different communication areas of the communication portion result in different relationships between the axial movement speed of the valve body 3 and the generated damping force. Therefore, the communication area of the communication portion can be adjusted according to actual requirements.

[0057] In addition, when the steering wheel rotates normally, due to the small steering speed, the damping force generated by the communication hole 301 is small, and the valve body 3 and the nut 4 can move axially normally, and the rotational motions of the transmission shaft 2 and the steering wheel are not affected. When the wheel is impacted, the initial rotational speed of the transmission shaft 2 is too fast, and the damping fluid flowing in the communication hole 301 can generate a large damping force, thereby suppressing the axial movement of the valve body 3 and the nut 4, and then preventing the transmission shaft 2 and the steering wheel from rotating quickly, and avoiding the "hand hitting" phenomenon to protect the driver from being injured.

[0058] Therefore, based on the above description, by adopting the above structure, the steering system damping mechanism of this embodiment can not only prevent the transmission shaft 2 and the steering wheel from rotating quickly, effectively solve the problem of "hand hitting" of the steering wheel, and protect the driver from being injured, but also has a high integration degree among various components, occupies a small space, and is convenient for layout.

[0059] In addition, this embodiment also relates to a steering system, and the steering system is provided with the steering system damping mechanism as described above.

[0060] The steering system of this embodiment, by setting the steering system damping mechanism as above, can not only limit the rotational speed of the steering wheel after being impacted to protect the driver from being injured, but also facilitate the layout of other components.

[0061] In addition, this embodiment also relates to a vehicle, and the vehicle is provided with the above steering system.

[0062] The vehicle of this embodiment has all the beneficial effects of the above steering system, which will not be elaborated here.

[0063] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A steering system damping mechanism, characterized in that: It comprises a housing (1), a transmission shaft (2) inserted into the housing (1), and a valve body (3) arranged in the housing (1); The transmission shaft (2) is connected between the steering wheel and the steering gear input shaft, the valve body (3) is connected to the transmission shaft (2) in a transmission manner, and the valve body (3) divides the interior of the housing (1) into a first part (101) and a second part (102), the first part (101) and the second part (102) are both filled with damping fluid, and a connecting portion connecting the first part (101) and the second part (102) is provided on the valve body (3); The valve body (3) can move along the axial direction of the transmission shaft (2) as the transmission shaft (2) rotates, and the movement of the valve body (3) can drive the damping fluid to flow between the first part (101) and the second part (102).

2. The steering system damping mechanism according to claim 1, characterized in that: The valve body (3) is connected to the transmission shaft (2) via a screw nut mechanism; The transmission shaft (2) is provided with an external thread and constitutes a lead screw in the lead screw nut mechanism, and the lead screw nut mechanism also includes a nut (4) threadedly connected to the transmission shaft (2), and the nut (4) is connected to the valve body (3).

3. The steering system damping mechanism according to claim 2, characterized in that: The nut (4) and the valve body (3) are arranged at intervals in the axial direction of the transmission shaft (2), and a bracket (5) is connected between the nut (4) and the valve body (3).

4. The steering system damping mechanism according to claim 3, characterized in that: The bracket (5) comprises a cylinder sleeved outside the transmission shaft (2), one end of the cylinder is connected to the nut (4), the other end of the cylinder is connected to the valve body (3), and a through hole (501) is provided on the cylinder for the damping fluid to pass through.

5. The steering system damping mechanism according to claim 4, characterized in that: The through holes (501) are multiple and spaced apart along the circumference of the cylinder.

6. The steering system damping mechanism according to claim 1, characterized in that: The communication portion comprises a communication hole (301) provided on the valve body (3), and a plurality of the communication holes (301) are arranged at intervals along the circumference of the transmission shaft (2).

7. The steering system damping mechanism according to any one of claims 1 to 6, characterized in that: A sealing portion is provided between the valve body (3) and the housing (1) for sealing a gap therebetween.

8. The steering system damping mechanism according to claim 7, characterized in that: The sealing portion comprises a plurality of sealing grooves (302) provided on the valve body (3), and a sealing ring (6) provided in each of the sealing grooves (302).

9. A steering system, characterized in that: The steering system is provided with a steering system damping mechanism as claimed in any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle is provided with the steering system according to claim 9.

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