Split splicing type steering wheel

Abstract

The utility model discloses a split splicing type steering wheel which comprises a front wheel control part and a rear wheel control part and further comprises a first potentiometer electrically connected with the signal input end of a front wheel steering unit and a second potentiometer electrically connected with the signal input end of a rear wheel steering unit. The front wheel control part is mechanically connected with the first potentiometer, and the rear wheel control part is mechanically connected with the second potentiometer. The split splicing type steering wheel further comprises a center shaft which is fixedly arranged and used for providing installation support. The steering wheel and the potentiometer are both installed on the center shaft. When the rear wheel control part and the front wheel control part are spliced into a complete steering wheel, the operation mode of the steering wheel is consistent with that of a common steering wheel, and when the rear wheel control part is separated from the main body, rear wheels can be independently controlled to steer. Independent steering control of the front wheel and the rear wheel is achieved, and the problems that an existing double-folding type steering wheel is inconvenient to operate and the rear wheel can not return automatically can be solved.

Description

Technical Field

[0001] This utility model relates to a vehicle control device, specifically to a split-type steering wheel for controlling the independent steering of the front and rear wheels. Background Technology

[0002] Currently, most car steering wheels are single-layered, only controlling the front wheels. To meet the diverse needs of driving styles, solutions have emerged in this field that allow both the front and rear wheels to steer independently.

[0003] Chinese utility model patent CN203228844U discloses a double-steering-wheel four-wheel steering system. It features an outer steering wheel and an inner steering wheel concentrically positioned. The outer steering wheel is connected to the front steering system via an outer steering column, while the inner steering wheel is connected to the rear steering system via an inner steering column. This allows the driver to control the vehicle more flexibly in narrow, congested areas, or when parking or changing lanes, without significantly altering their driving habits. However, the two steering wheels are stacked vertically, making operation inconvenient. Simultaneously operating both steering wheels may require time to adapt, especially in emergency situations where reaction time may be insufficient and misoperation is likely. Furthermore, this solution lacks an automatic rear wheel return-to-center function. If the driver forgets to return the rear wheels to center after steering, the vehicle may veer in the opposite direction, potentially causing an accident. Utility Model Content

[0004] This utility model proposes a split-type steering wheel, the purpose of which is to: 1. solve the problem of inconvenient operation of double-layered steering wheels; 2. solve the problem of the rear wheels not being able to automatically return to center.

[0005] The technical solution of this utility model is as follows:

[0006] A split-type steering wheel includes a front wheel control unit and a rear wheel control unit, and further includes a first potentiometer electrically connected to the signal input terminal of the front wheel steering unit and a second potentiometer electrically connected to the signal input terminal of the rear wheel steering unit. The front wheel control unit and the first potentiometer are mechanically connected, and the rear wheel control unit is mechanically connected to the second potentiometer. The steering wheel is characterized by: a fixedly mounted central shaft on which a first rotating sleeve and a second rotating sleeve, both rotatable left and right, are mounted; the front wheel control unit is connected to the first rotating sleeve, and the rear wheel control unit is rotatably connected to the second rotating sleeve to achieve pitch rotation relative to the second rotating sleeve; when the rear wheel control unit pitches relative to the second rotating sleeve to a first position, the front wheel control unit and the rear wheel control unit are joined to form a complete steering wheel, and the rear wheel control unit is mechanically disconnected from the second potentiometer; when the rear wheel control unit pitches to a second position, the front wheel control unit and the rear wheel control unit are located in different planes, and the rear wheel control unit is mechanically connected to the second potentiometer; and a return-to-center mechanism connected to the rotating end of the second potentiometer.

[0007] Furthermore, it also includes a locking mechanism for locking the pitch angle of the rear wheel control unit relative to the second rotating sleeve.

[0008] Specifically, the locking mechanism includes a spring pin fixed to the inner end of the spoke of the rear wheel control section, and a locking block fixed to the outer wall of the second rotating sleeve and cooperating with the spring pin. The locking block includes upper and lower locking grooves.

[0009] Furthermore, the rotating end of the first potentiometer is connected to the first rotating sleeve via an intermediate rod.

[0010] Furthermore, a connector is installed on the rotating end of the second potentiometer, and the connector is provided with a clutch slot. When the rear wheel control unit moves to the second position, the connecting rod connected to the rear wheel control unit is inserted into the clutch slot to achieve mechanical connection with the second potentiometer.

[0011] Furthermore, the connecting body includes two symmetrically arranged inclined plates, and the groove between the two inclined plates is the clutch slot.

[0012] Furthermore, it also includes a C-shaped baffle fixedly arranged around the central axis, which has an opening that corresponds to the return position of the clutch slot.

[0013] Furthermore, the return mechanism consists of two symmetrically arranged tension springs, the outer ends of which are respectively connected to two connecting rods extending from the central shaft, and the inner ends of both tension springs are connected to the connecting body.

[0014] Furthermore, a central disk is fixedly connected to the central shaft, and the return mechanism is a torsion spring sleeved on the central shaft. The two torsion arms of the torsion spring are set close to the vertical plate from the left and right sides. The vertical plate is fixed on the central disk, and the torsion arms are respectively connected to the two independent inclined plates of the connecting body. The second potentiometer includes two annular rotary potentiometers, both of which are sleeved on the central shaft. The rotating ends of the two annular rotary potentiometers are respectively connected to the two inclined plates.

[0015] Compared with the prior art, the present invention has the following advantages:

[0016] (1) Through the split-type steering wheel design, the front wheel control unit and the rear wheel control unit can be flexibly combined. When the rear wheel control unit is separated from the main body, the rear wheel control unit can independently control the rear wheel steering unit. When the front wheel control unit and the rear wheel control unit are combined, the operation method is the same as that of a normal steering wheel. It can only control the front wheel steering, which is convenient to operate and avoids misoperation during normal driving.

[0017] (2) By setting a return mechanism, the rear wheel control unit can automatically return to the center position after rotating off the center position, ensuring driving safety. Whether it is by connecting the ramp and the linkage with a spring or by using a torsion spring to act directly on the outside of the ramp, the automatic return function of the rear wheel control unit can be effectively realized, improving the convenience of operation and driving comfort.

[0018] (3) By setting a potentiometer, the steering angle of the steering wheel can be monitored in real time, providing accurate angle information to the electronic steering system control unit, improving vehicle response speed and control precision, thereby enhancing the overall driving experience.

[0019] (4) By setting a locking block with two locking grooves on the second steering sleeve that cooperates with the spring pin of the rear wheel control unit, the user can easily lock the working mode of the rear wheel control unit and avoid accidents caused by frequent incorrect switching.

[0020] (5) By setting a C-shaped baffle with an opening corresponding to the clutch slot of the return mechanism, the rear wheel control unit can only switch modes within a specific angle range, and after the mode is switched, it will be in the straightened state, preventing the rear wheel control unit from being accidentally touched during vehicle driving and mechanically connected to the second potentiometer, which would cause the tail to drift and cause an accident. Attached Figure Description

[0021] Figure 1 A schematic diagram showing the split-type steering wheel as viewed from the front;

[0022] Figure 2 for Figure 1 Enlarged view of node A in the middle;

[0023] Figure 3 for Figure 2Enlarged view of node B in the middle;

[0024] Figure 4 This is a schematic diagram of node A viewed from the bottom side in Example 1, where the second steering sleeve is hidden.

[0025] Figure 5 This is a schematic diagram of node A viewed from the bottom side in Example 2, where the second steering sleeve is hidden.

[0026] Figure 6 This is a schematic diagram showing the structural relationship between the upright plate, torsion spring, and central shaft in Example 2.

[0027] In the picture:

[0028] 1. Front wheel control unit; 2. Rear wheel control unit; 3. Central shaft; 4. Connecting rod; 5. Locking block; 6. Spring pin; 7. First rotating sleeve; 8. Second rotating sleeve; 9. Connecting body; 10. Tension spring; 11. Torsion spring; 12. Connecting rod; 13. First potentiometer; 14. Second potentiometer; 15. C-shaped baffle; 16. Vertical plate. Detailed Implementation

[0029] The technical solution and effects of this utility model will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments.

[0030] Example 1

[0031] like Figure 1 A split-type steering wheel includes a front wheel control unit 1 and a rear wheel control unit 2 that can be flexibly combined. When the two are combined to form a complete steering wheel, its operation is the same as that of a regular steering wheel. When the rear wheel control unit 2 is separated from the main body, it can independently control the steering of the rear wheels. Both the front wheel control unit 1 and the rear wheel control unit 2 are arc-shaped, and the central angle of the operating arc segment of the front wheel control unit 1 is larger than the central angle of the operating arc segment of the rear wheel control unit 2.

[0032] Specifically, such as Figure 2 The split-type steering wheel also includes a fixed central shaft 3. For example... Figure 2 and Figure 4 A first potentiometer 13 and a second potentiometer 14 are mounted on the central shaft 3. The first potentiometer 13 is electrically connected to the signal input terminal of the front wheel steering unit, and the second potentiometer 14 is electrically connected to the signal input terminal of the rear wheel steering unit. For ease of installation and space saving, the potentiometers are ring-shaped rotary potentiometers. The front wheel control unit 1 is mechanically connected to the first potentiometer 13, and the rear wheel control unit 2 is mechanically connected to the second potentiometer 14. When the connection state (i.e., operating mode) between the rear wheel control unit 2 and the front wheel control unit 1 changes, the connection state between the rear wheel control unit 2 and the second potentiometer 14 also changes synchronously.

[0033] The central shaft 3 is also equipped with a first rotating sleeve 7 and a second rotating sleeve 8 that can rotate left and right. The front wheel control unit 1 is connected to the first rotating sleeve 7. The rear wheel control unit 2 is rotatably connected to the second rotating sleeve 8 to achieve pitch rotation relative to the second rotating sleeve 8. When the rear wheel control unit 2 pitches relative to the second rotating sleeve 8 to the first position, the front wheel control unit 1 and the rear wheel control unit 2 are joined to form a complete steering wheel, and the rear wheel control unit 2 is mechanically disconnected from the second potentiometer 14. When the rear wheel control unit 2 pitches to the second position, the front wheel control unit 1 and the rear wheel control unit 2 are located in different planes, and the rear wheel control unit 2 is mechanically connected to the second potentiometer 14. At the same time, the rear wheel control unit 2 and the second rotating sleeve 8 can rotate horizontally synchronously.

[0034] The rotating end of the first potentiometer 13 is connected to the first rotating sleeve 7 via an intermediate rod. When the front wheel control unit 1 rotates, the rotation position of the first potentiometer 13 will be changed through the first rotating sleeve 7, thereby emitting an electrical signal proportional to the rotation angle.

[0035] A connector 9 is mounted on the rotating end of the second potentiometer 14. In this embodiment, the connector 9 includes two symmetrically arranged and interconnected inclined plates, and the groove between the two inclined plates is a clutch slot. When the rear wheel control unit 2 moves to the second position, the connecting rod 4 connected to the rear wheel control unit 2 is inserted into the clutch slot to achieve a mechanical connection with the second potentiometer 14. At this time, the rotation of the rear wheel control unit 2 will change the rotation position of the second potentiometer 14, thereby emitting an electrical signal proportional to the rotation angle.

[0036] The potentiometer's output voltage changes with the steering wheel's turning angle, and the control unit uses this signal to control the wheel steering.

[0037] In order to enable the rear wheels to automatically return to center in a timely manner and reduce the potential for accidents caused by the driver forgetting to return to center, the split-type steering wheel is also equipped with a centering mechanism connected to the rotating end of the second potentiometer 14.

[0038] Specifically, such as Figure 4 The return-to-center mechanism consists of two symmetrically arranged tension springs 10. The outer ends of the two tension springs 10 are respectively connected to two connecting rods 12 extending from the central shaft 3, and the inner ends of the two tension springs 10 are connected to the connecting body 9. When the rear wheel control unit 2 rotates, the connecting rod 4 drives the second potentiometer 14 to rotate through the inclined plate. At this time, the resistance feedback from the two tension springs 10 on the outer side of the inclined plate of the connecting body 9 gradually increases. When the driver releases the rear wheel control unit 2, the tension springs 10 on both sides push the inclined plate to return the rotating ends of the connecting rod 4 and the second potentiometer 14 to their original center positions, thereby allowing the rear wheel steering system to control the rear wheels to return to center and push the rear wheel control unit 2 to automatically return to center.

[0039] Furthermore, such as Figure 3 It also includes a locking mechanism for locking the pitch angle of the rear wheel control unit 2 relative to the second rotating sleeve 8. The locking mechanism includes a spring pin 6 fixed to the inner end of the spoke of the rear wheel control unit 2, and a locking block 5 fixed to the outer wall of the second rotating sleeve 8 and cooperating with the spring pin 6. The locking block 5 includes upper and lower locking grooves. When the spring pin 6 is locked with the lower locking groove, the rear wheel control unit 2 is in the first position. At this time, the rear wheel control unit 2 and the front wheel control unit 1 are spliced ​​together, and the connecting rod 4 on the rear wheel control unit 2 is not connected to the connecting body 9 of the second potentiometer 14. When the spring pin 6 is locked with the upper locking groove, the rear wheel control unit 2 is in the second position. At this time, the connecting rod 4 on the rear wheel control unit 2 is inserted into the clutch slot, realizing the mechanical connection between the rear wheel control unit 2 and the second potentiometer 14.

[0040] Furthermore, such as Figure 4 In order to ensure that the rear wheel control unit 2 and the second potentiometer 14 can only be mechanically connected in the switch position (i.e., the position where the rear wheel control unit 2 is located after the rear wheel is straightened), the split-type steering wheel also includes a C-shaped baffle 15 fixedly disposed relative to the vehicle body, which has an opening that corresponds to the straightening position of the clutch slot.

[0041] With the split-type steering wheel in the centering state, pressing the rear wheel control unit 2, which is not coplanar with the front wheel control unit 1 and is positioned lower than the front wheel control unit 1, causes the connecting rod 4 of the rear wheel control unit 2 to be located in the clutch slot between the ramps. The connecting rod 4 is mechanically connected to the second potentiometer 14. Rotating the rear wheel control unit 2 causes the connecting rod 4 to push the second potentiometer 14 to rotate, and the angle signal generated by the rotation is fed back to the control unit. The control unit controls the rear wheel steering unit according to the received angle signal. At this time, rotating the front wheel control unit 1 can still control the front wheel steering, realizing independent steering control of the front and rear wheels. When the driver releases the rear wheel control unit 2, it returns to the switch position under the action of the centering mechanism. After both the front wheel control unit 1 and the rear wheel control unit 2 are centered, pulling back the rear wheel control unit 2 causes it to engage with the front wheel control unit 1, disconnecting the mechanical connection between the rear wheel control unit 2 and the second potentiometer 14, thus switching to the normal mode. At this time, it can be used as a normal steering wheel, and the front wheel steering can be controlled independently via the first potentiometer 13.

[0042] It should be noted that when the split-type steering wheel is not in the center position, the rear wheel control unit 2 cannot be pressed due to the obstruction of the C-shaped baffle 15, and therefore cannot be connected to the second potentiometer 14 to control the rear wheels.

[0043] The split-type steering wheel can determine the switch position of the rear wheel control unit 2 according to the user's operating habits or customization requirements:

[0044] When the switch is located at the top of the entire split-type steering wheel body, when the driver wants to control the rear wheel to turn left, he turns the rear wheel control unit 2 to the left, that is, he turns the rear wheel control unit 2 counterclockwise; when he wants to control the rear wheel to turn right, he turns the rear wheel control unit 2 to the right, that is, he turns the rear wheel control unit 2 clockwise.

[0045] When the switch is located at the bottom of the entire split-type steering wheel body, when the driver wants to control the rear wheel to turn left, he needs to turn the rear wheel control unit 2 to the right, that is, turn the rear wheel control unit 2 counterclockwise. When he wants to control the rear wheel to turn right, he needs to turn the rear wheel control unit 2 to the left, that is, turn the rear wheel control unit 2 clockwise.

[0046] Example 2

[0047] The difference between this embodiment and Embodiment 1 lies in the return mechanism:

[0048] like Figure 5 A central disc is fixedly connected to the central shaft 3, and the return mechanism is a torsion spring 11 sleeved on the central shaft 3. The two torsion arms of the torsion spring 11 are close to the vertical plate 16 from the left and right sides. The vertical plate 16 is fixed on the central disc, and the torsion arms are respectively connected to the two inclined plates of the connecting body 9.

[0049] In this embodiment, the second potentiometer 14 includes two annular rotary potentiometers, both of which are fitted on the central shaft 3. The rotating ends of the two annular rotary potentiometers are respectively connected to the two inclined plates, that is, the connecting body 9 is a split structure.

[0050] When the rear wheel control unit 2 rotates to one side, it pushes the ramp and torsion arm on that side to move, causing the annular rotary potentiometer connected to the ramp to generate a signal. Meanwhile, the torsion arm on the other side remains pressed against the vertical plate 16, and the ramp on the other side remains stationary. Therefore, only one annular rotary potentiometer can generate a signal at any given time. The control unit determines the rotation direction based on which annular rotary potentiometer the signal comes from, and determines the steering amplitude based on the signal magnitude.

[0051] It should be noted that, as will be apparent to those skilled in the art, this utility model is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this utility model. The scope of this utility model is defined by the claims rather than the foregoing description.

Claims

1. A split-type steering wheel, comprising a front wheel control unit (1) and a rear wheel control unit (2), further comprising a first potentiometer (13) electrically connected to the signal input terminal of the front wheel steering unit and a second potentiometer (14) electrically connected to the signal input terminal of the rear wheel steering unit, wherein the front wheel control unit (1) and the first potentiometer (13) are mechanically connected, and the rear wheel control unit (2) is mechanically connected to the second potentiometer (14), characterized in that: It also includes a fixed central shaft (3), on which a first rotating sleeve (7) and a second rotating sleeve (8) that can rotate left and right are installed. The first potentiometer (13) and the second potentiometer (14) are both installed on the central shaft (3). The front wheel control unit (1) is connected to the first rotating sleeve (7), and the rear wheel control unit (2) is rotatably connected to the second rotating sleeve (8) to realize pitch rotation relative to the second rotating sleeve (8). When the rear wheel control unit (2) pitches relative to the second rotating sleeve (8) to the first working position, the front wheel control unit (1) and the rear wheel control unit (2) are spliced ​​into a complete steering wheel, and the rear wheel control unit (2) is mechanically disconnected from the second potentiometer (14). When the rear wheel control unit (2) pitches to the second working position, the front wheel control unit (1) and the rear wheel control unit (2) are located in different planes, and the rear wheel control unit (2) is mechanically connected to the second potentiometer (14). It also includes a return mechanism connected to the rotating end of the second potentiometer (14).

2. The split-type steering wheel as described in claim 1, characterized in that: It also includes a locking mechanism for locking the pitch angle of the rear wheel control unit (2) relative to the second rotating sleeve (8).

3. The split-type steering wheel as described in claim 2, characterized in that: The locking mechanism includes a spring pin (6) fixed to the inner end of the spoke of the rear wheel control unit (2), and a locking block (5) fixed to the outer wall of the second rotating sleeve (8) and cooperating with the spring pin (6). The locking block (5) includes upper and lower locking grooves.

4. The split-type steering wheel as described in claim 1, characterized in that: The rotating end of the first potentiometer (13) is connected to the first rotating sleeve (7) through the intermediate rod.

5. The split-type steering wheel as described in claim 1, characterized in that: A connector (9) is installed on the rotating end of the second potentiometer (14). The connector (9) is provided with a clutch slot. When the rear wheel control unit (2) moves to the second working position, the connecting rod (4) connected to the rear wheel control unit (2) is inserted into the clutch slot to realize the mechanical connection with the second potentiometer (14).

6. The split-type steering wheel as described in claim 5, characterized in that: The connector (9) includes two symmetrically arranged inclined plates, and the groove between the two inclined plates is the clutch slot.

7. The split-type steering wheel as described in claim 5, characterized in that: It also includes a C-shaped baffle (15) fixedly arranged around the central axis (3), which has an opening that corresponds to the return position of the clutch slot.

8. The split-type steering wheel as described in claim 5, characterized in that: The return mechanism consists of two symmetrically arranged tension springs (10). The outer ends of the two tension springs (10) are connected to two connecting rods (12) extending from the central shaft (3), and the inner ends of the two tension springs (10) are connected to the connecting body (9).

9. The split-type steering wheel as described in claim 5, characterized in that: A central disk is fixedly connected to the central shaft (3). The return mechanism is a torsion spring (11) sleeved on the central shaft (3). The two torsion arms of the torsion spring (11) are set close to the vertical plate (16) from the left and right sides. The vertical plate (16) is fixed on the central disk. The torsion arms are respectively connected to the two independent inclined plates of the connecting body (9). The second potentiometer (14) includes two annular rotary potentiometers, both of which are sleeved on the central shaft (3). The rotating ends of the two annular rotary potentiometers are respectively connected to the two inclined plates.

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