Automobile driving simulation steering device

Abstract

The utility model relates to the technical field of automobile driving simulators, and discloses an automobile driving simulation steering device which comprises a steering wheel, a first connecting rod, a transmission assembly, a positioning transmission shaft, a second connecting rod, a connecting shaft sleeve, a transmission shaft, a mounting box, a steering mechanism and the like. According to the utility model, the friction grooves in the steering mechanism are combined with the balls, so that the friction resistance of the threaded rod during movement is reduced, the movement of the threaded rod is smoother, a certain auxiliary supporting effect can be achieved, and the threaded rod is prevented from deviating or shaking in the movement process. Meanwhile, the limiting groove in the inner side wall of the mounting box is matched with the steering shaft, so that the movement track of the steering shaft is strictly limited, the whole steering process is more stable and reliable, and the phenomenon of unstable steering caused by shaking or displacement of components is avoided.

Description

Technical Field

[0001] This utility model relates to the field of automobile driving simulator technology, and in particular to an automobile driving simulation steering device. Background Technology

[0002] In traditional driving training, students primarily practice in real cars. However, practicing in real cars presents several inconveniences. First, the limited space and number of vehicles at driving schools restricts the time students have for actual practice. For example, at popular driving schools, students may have to wait in long lines for their turn to practice, significantly reducing training efficiency. Furthermore, practicing on real roads carries inherent safety risks. Beginners, in particular, are prone to making mistakes such as sudden braking or incorrect steering, which could lead to traffic accidents and threaten themselves, pedestrians, and other vehicles. Therefore, car driving simulation steering devices were developed.

[0003] However, existing technologies have the following shortcomings: some existing steering devices use simple and crude transmission methods, resulting in significant errors in translating steering wheel rotation into simulated steering actions, making it difficult to accurately reproduce the steering situation during driving. Furthermore, the lack of effective component constraints and auxiliary support mechanisms during steering makes existing technologies prone to component wobbling or displacement, leading to steering instability. Previous technologies often employ traditional sliding friction, resulting in severe wear between components, leading to a short device lifespan, and frequent component wear easily causes malfunctions, increasing operating and maintenance costs. Therefore, those skilled in the art have provided an automotive driving simulation steering device to address the aforementioned problems. Utility Model Content

[0004] The purpose of this utility model is to overcome the shortcomings of existing technologies and propose a car driving simulation steering device. To achieve the above objective, this utility model provides the following technical solution: it comprises a steering wheel, a first connecting rod, a transmission assembly, a positioning transmission shaft, a second connecting rod, a connecting bushing, a transmission shaft, a mounting box, and a steering mechanism. The bottom of the steering wheel is connected to the first connecting rod via a quick-release plate and a quick-release seat. This connection method facilitates the installation and removal of the steering wheel and adapts to different usage needs and maintenance scenarios.

[0005] Preferably, the first connecting rod is connected to the transmission assembly, where the driving gear, driven gear, and transmission belt inside the transmission assembly work together to achieve effective power transmission and speed change. The driven gear is connected to the second connecting rod via a positioning transmission shaft, and the second connecting rod drives the transmission shaft to rotate through a connecting bushing. The first bevel gear at the end of the transmission shaft and related components of the steering mechanism form a key transmission connection. All components work closely together to form a complete and orderly mechanical transmission system.

[0006] Preferably, the transmission assembly, as a key link in power transmission, has a driven gear rotatably connected to the middle of its inner wall near the front side, and a driving gear rotatably connected to the rear side. A transmission belt is sleeved on the outer walls of both. The driving gear receives power from the first connecting rod and drives the driven gear to rotate through the transmission belt, thereby changing the direction and speed of power transmission, enabling power to be transmitted smoothly and efficiently to subsequent components.

[0007] Preferably, the output end of the driven gear is connected to the input end of the second connecting rod, and the input end is connected to the positioning transmission shaft. The positioning transmission shaft passes through the top of the transmission assembly, ensuring the relative position stability of each component during transmission and improving the accuracy and reliability of the transmission.

[0008] Preferably, the steering mechanism plays a crucial role in the entire device, converting the rotation of the drive shaft into simulated steering actions. A positioning threaded sleeve is rotatably connected to the middle of its inner wall. The output end of the second bevel gear, which meshes with the first bevel gear at the end of the drive shaft, passes through the top of the steering mechanism and meshes with the input end of the positioning threaded sleeve. A threaded rod is threadedly connected to the middle of the inner wall of the positioning threaded sleeve. When the second bevel gear drives the positioning threaded sleeve to rotate, the threaded rod moves axially. Friction grooves are formed on both sides of the middle of the inner wall of the steering mechanism. Several balls are rolled within two sets of mirror-image friction grooves. The balls match the threaded grooves of the threaded rod, reducing frictional resistance during the movement of the threaded rod and providing auxiliary support to prevent the threaded rod from deviating or wobbling. Furthermore, steering shafts are connected to both sides of the threaded rod. The steering shafts are slidably connected to the middle of the two sides of the steering mechanism. Limiting grooves installed on both sides of the middle of the inner wall of the mounting box match the corresponding steering shafts, strictly limiting the movement trajectory of the steering shafts, making the entire steering process more stable and reliable, and accurately simulating the steering actions of a car.

[0009] This utility model has the following beneficial effects:

[0010] 1. In this utility model, the transmission link from the steering wheel to the first connecting rod, then through the transmission assembly including the driving gear, driven gear and transmission belt, as well as the subsequent connecting bushing, transmission shaft and bevel gear set first bevel gear and second bevel gear, and finally to the positioning threaded sleeve and threaded rod in the steering mechanism, each step of the transmission is realized through a carefully designed mechanical structure. Compared with some simpler or crude transmission methods in the prior art, it can more accurately convert the rotation angle and force of the steering wheel into simulated steering action, reduce steering error, and greatly improve steering accuracy.

[0011] 2. In this utility model, the combination of friction grooves and ball bearings within the steering mechanism reduces frictional resistance during the movement of the threaded rod, making its movement smoother, and also provides some auxiliary support, preventing the threaded rod from shifting or wobbling during movement. Simultaneously, the matching of the limiting groove on the inner side wall of the mounting box with the steering shaft strictly restricts the movement trajectory of the steering shaft, making the entire steering process more stable and reliable, and avoiding steering instability caused by component wobbling or displacement.

[0012] 3. In this invention, the use of ball bearings effectively disperses the frictional force of the threaded rod during movement. Compared with some existing technologies that use traditional sliding friction, this significantly reduces wear between components and extends the service life of the device. Simultaneously, the fit between gears and the connections between shafts and bushings are precisely designed and manufactured to ensure good working condition during long-term use, reducing the frequency of failures caused by component wear and lowering operating and maintenance costs. Attached Figure Description

[0013] Figure 1 This is a partial side-section perspective view of the structure of this utility model;

[0014] Figure 2 This is a schematic diagram of the entire utility model;

[0015] Figure 3 This is a side view of the structure of this utility model.

[0016] Figure 4 This is a schematic diagram of the transmission component structure of this utility model;

[0017] Figure 5 This is a side sectional view of the present invention.

[0018] Legend: 1. Steering wheel; 2. First connecting rod; 3. Transmission assembly; 4. Positioning drive shaft; 5. Second connecting rod; 6. Connecting bushing; 7. Drive shaft; 8. Mounting box; 9. Steering mechanism; 10. Quick release disc; 11. Quick release seat;

[0019] 301. Driving gear; 302. Transmission belt; 303. Driven gear;

[0020] 701. First bevel gear; 702. Second bevel gear;

[0021] 801. Limiting groove;

[0022] 901. Threaded rod; 902. Locating threaded sleeve; 903. Friction groove; 904. Ball bearing; 905. Steering shaft. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0024] Reference Figure 1 — Figure 5 A car driving simulation steering device is described. First, core components such as a steering wheel 1, a first connecting rod 2, a transmission assembly 3, a positioning transmission shaft 4, a second connecting rod 5, a connecting bushing 6, a transmission shaft 7, a mounting box 8, and a steering mechanism 9 are prepared. The quick-release disc 10 at the bottom center of the steering wheel 1 is securely connected to the quick-release seat 11. The bottom of the quick-release seat 11 is connected to the top of the first connecting rod 2, ensuring that the steering wheel 1 can effectively drive the first connecting rod 2 when rotated. In the transmission assembly 3, the driving gear 301 and the driven gear 303 are precisely rotatably connected to the middle of its inner wall near the front and rear sides, respectively. The transmission belt 302 is properly fitted onto the outer walls of the driving gear 301 and the driven gear 303. Securely connect the output end of the driven gear 303 to the input end of the second connecting rod 5. Simultaneously, ensure that the positioning transmission shaft 4 passes through the top of the transmission assembly 3 and connects to the input end of the driven gear 303. Connect the output end of the second connecting rod 5 to the connecting sleeve 6, and then connect the output end of the connecting sleeve 6 to the transmission shaft 7 to ensure the continuity of power transmission. Accurately install the limiting grooves 801 on both sides of the middle of the inner wall of the mounting box 8 for subsequent engagement with the steering shaft 905.

[0025] A positioning threaded sleeve 902 is installed in the middle of the inner wall of the steering mechanism 9 to allow it to rotate smoothly. The output end of the second bevel gear 702 passes through the top of the steering mechanism 9 and precisely meshes with the input end of the positioning threaded sleeve 902. Friction grooves 903 are carefully cut in the middle of the inner wall of the steering mechanism 9 on both sides. Several balls 904 are rolled and connected in the two sets of friction grooves 903 respectively. These balls 904 must perfectly match the thread groove of the threaded rod 901 to be installed. The two side walls of the threaded rod 901 are connected to the steering shaft 905. Then, the threaded rod 901 with the steering shaft 905 is installed into the steering mechanism 9, so that the steering shaft 905 is slidably connected in the middle of the two side walls of the steering mechanism 9 and is adapted to the limiting groove 801 on the inner wall of the mounting box 8.

[0026] When the driver turns the steering wheel 1, the steering wheel 1 drives the first connecting rod 2 to rotate. The rotation of the first connecting rod 2 causes the driving gear 301 in the transmission assembly 3 to rotate. The driving gear 301 drives the driven gear 303 to rotate via the transmission belt 302. The driven gear 303 then drives the second connecting rod 5 to rotate. The rotation of the second connecting rod 5 causes the connecting bushing 6 to rotate, which in turn drives the transmission shaft 7 to rotate. When the transmission shaft 7 rotates, the first bevel gear 701 at its output end rotates accordingly. The first bevel gear 701 meshes with the second bevel gear 702, driving the second bevel gear 702 to rotate. The rotation of the second bevel gear 702 drives the positioning threaded sleeve 902 to rotate. Due to the threaded connection between the positioning threaded sleeve 902 and the threaded rod 901, and the auxiliary support and friction reduction effect of the ball bearing 904 in the friction groove 903 on the threaded rod 901, the threaded rod 901 will move stably along its axial direction. The steering shafts 905 on both sides of the threaded rod 901 are constrained by the side walls of the steering mechanism 9 and the limiting grooves 801 of the mounting box 8. As the threaded rod 901 moves, the corresponding displacement is generated, thereby accurately simulating the steering action of the car and realizing the expected function of the car driving simulation steering device.

[0027] Working Principle: As the starting component for driver control, the steering wheel 1 receives and transmits this rotational action when the driver applies steering force to turn it. This action is achieved by the first connecting rod 2, located at the center of the bottom of the steering wheel 1 and connected to the quick-release plate 10 and quick-release seat 11 via the quick-release plate 10. The first connecting rod 2 transmits the rotational power to the transmission assembly 3, activating the internal transmission mechanism. Specifically, the driven gear 303, rotatably connected to the center of the inner wall of the transmission assembly 3 near the front, and the driving gear 301, rotatably connected to the center of the inner wall of the transmission assembly 3 near the rear, transmit power via a transmission belt 302 fitted onto their outer walls. The driving gear 301 rotates under the drive of the first connecting rod 2, and the driven gear 303 rotates synchronously via the transmission belt 302.

[0028] The rotation of the driven gear 303 drives the second connecting rod 5, which is connected to its output end, to rotate. The rotation of the second connecting rod 5 causes the connecting bushing 6 to rotate synchronously. The connecting bushing 6 then drives the transmission shaft 7 to rotate. As a key power transmission component, the first bevel gear 701 at the output end of the transmission shaft 7 rotates along with the rotation of the transmission shaft 7. The first bevel gear 701 interacts with the second bevel gear 702, which is located near the lower end of its rear side wall. The rotation of the first bevel gear 701 drives the rotation of the second bevel gear 702.

[0029] The output end of the second bevel gear 702 passes through the top of the steering mechanism 9 and meshes with the input end of the positioning threaded sleeve 902. When the second bevel gear 702 rotates, the positioning threaded sleeve 902 rotates accordingly. A threaded rod 901 is threadedly connected to the middle of the inner wall of the positioning threaded sleeve 902. During the rotation of the positioning threaded sleeve 902, the threaded rod 901 will be displaced along its axial direction due to the interaction of the threads. Friction grooves 903 are carefully designed on both sides of the middle of the inner wall of the steering mechanism 9. Several balls 904 are rolled in each of the two sets of mirror-image opposite friction grooves 903. These balls 904 are precisely matched with the thread grooves of the threaded rod 901. The presence of the balls 904 greatly reduces the frictional resistance of the threaded rod 901 during movement, allowing it to move more smoothly within the steering mechanism 9. Meanwhile, the steering shafts 905 connected to the two side walls of the threaded rod 901 are slidably connected at the middle position of the two side walls of the steering mechanism 9, and the limiting grooves 801 installed at the middle positions of the inner side walls of the mounting box 8 are tightly matched with the corresponding steering shafts 905, providing a precise limiting effect for the steering shafts 905. The axial movement of the threaded rod 901 drives the steering shafts 905 to move under the constraint of the limiting grooves 801, thereby achieving the effect of simulating car steering.

[0030] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A car driving simulation steering device, comprising a steering wheel (1), a mounting box (8), a first connecting rod (2) connected to the bottom of the steering wheel (1), a transmission assembly (3) being connected through the output end of the first connecting rod (2), a second connecting rod (5) being connected through the output end of the transmission assembly (3), a connecting bushing (6) being connected to the output end of the second connecting rod (5), and a drive shaft (7) being connected to the output end of the connecting bushing (6), characterized in that: The output end of the drive shaft (7) is connected to a first bevel gear (701), and a second bevel gear (702) is meshed in the middle of the rear side wall of the first bevel gear (701) near the lower end. A steering mechanism (9) is installed in the middle of the inner side wall of the mounting box (8). A positioning threaded sleeve (902) is rotatably connected to the middle position of the inner side wall of the steering mechanism (9). The output end of the second bevel gear (702) passes through the top of the steering mechanism (9). The output end of the second bevel gear (702) meshes with the input end of the positioning threaded sleeve (902). A threaded rod (901) is threadedly connected to the middle position of the inner side wall of the positioning threaded sleeve (902). Steering shafts (905) are connected to both sides of the threaded rod (901). The two steering shafts (905) are slidably connected to the middle position of the two sides of the steering mechanism (9).

2. The automobile driving simulation steering device according to claim 1, characterized in that: The steering mechanism (9) has friction grooves (903) on both sides of the inner side wall. The two friction grooves (903) are distributed in a mirror image. The inner side walls of the two friction grooves (903) are connected with a number of balls (904). The two sets of balls (904) are matched with the thread grooves of the threaded rod (901).

3. The automobile driving simulation steering device according to claim 1, characterized in that: A driven gear (303) is rotatably connected to the middle of the inner side wall of the transmission assembly (3) near the front side, and a driving gear (301) is rotatably connected to the middle of the inner side wall of the transmission assembly (3) near the rear side. A transmission belt (302) is sleeved on the outer side wall of the driving gear (301) and the driven gear (303).

4. The automobile driving simulation steering device according to claim 3, characterized in that: The output end of the driven gear (303) is connected to the input end of the second connecting rod (5), and the input end of the driven gear (303) is connected to a positioning transmission shaft (4), which passes through the top of the transmission assembly (3).

5. The automobile driving simulation steering device according to claim 1, characterized in that: Limiting grooves (801) are installed on both sides of the middle of the inner wall of the mounting box (8), and the two limiting grooves (801) are respectively matched with the corresponding steering shafts (905).

6. The automobile driving simulation steering device according to claim 1, characterized in that: A quick-release disc (10) is installed at the bottom center of the steering wheel (1), and a quick-release seat (11) is installed at the bottom of the quick-release disc (10). The bottom of the quick-release seat (11) is connected to the top of the first connecting rod (2).

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