Steering wheel device and vehicle simulator

Abstract

The utility model discloses a steering wheel device and a vehicle simulator. The steering wheel device comprises a steering wheel mechanism and a force feedback adjusting mechanism. A steering wheel of the steering wheel mechanism is connected with a first transmission shaft which drives the steering wheel to rotate around a preset direction; a second transmission shaft of the force feedback adjusting mechanism is in transmission connection with a first transmission shaft, multiple stages of first adjusting gears are sequentially arranged on the second transmission shaft in a sleeving mode in the preset direction and can rotate around the preset direction, and each stage of second adjusting gear is meshed with one stage of first adjusting gear. The number of teeth of the multi-stage first adjusting gear and the number of teeth of the multi-stage second adjusting gear are both increased or decreased step by step in the preset direction, the change of the number of teeth of the multi-stage first adjusting gear is opposite to the change of the number of teeth of the multi-stage second adjusting gear, and the second transmission shaft moves relative to the multi-stage first adjusting gear in the preset direction. And the first adjusting gear is abutted against one stage of the first adjusting gear. The steering wheel device can adjust the force feedback magnitude of the steering wheel.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle simulator technology, in particular to a steering wheel device and a vehicle simulator. BACKGROUND

[0002] The force feedback technology of the steering wheel transmits various force feedback information of the vehicle driving through the rotation of the steering wheel, so that the driver can more truly feel the various force changes in the driving process. In the steering wheel of the vehicle simulator, the force feedback technology of the steering wheel also has application in the simulation driving, which can make the driver more truly feel the road grip, the torsion of the racing car and the resistance in the collision in the simulation, improve the immersion and reality of the simulation experience. In the traditional vehicle simulator, the force feedback size of the steering wheel cannot be adjusted according to the needs of different drivers. CONTENT OF THE UTILITY MODEL

[0003] Therefore, the purpose of the present application is to overcome the deficiencies in the prior art, and to provide a steering wheel device capable of adjusting the force feedback size of the steering wheel.

[0004] The present application also provides a vehicle simulator.

[0005] To achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows:

[0006] According to the steering wheel device of the first aspect of the present application, the steering wheel device comprises: a steering wheel mechanism comprising a steering wheel and a first transmission shaft, the steering wheel being connected with the first transmission shaft, and the first transmission shaft driving the steering wheel to rotate around a preset direction; a force feedback adjusting mechanism comprising a second transmission shaft, a plurality of first adjusting gears and a plurality of second adjusting gears, the second transmission shaft being in transmission connection with the first transmission shaft, the plurality of first adjusting gears being sequentially sleeved on the second transmission shaft along the preset direction, the plurality of second adjusting gears being coaxially arranged along the preset direction and being capable of rotating around the preset direction, each of the second adjusting gears being in meshing connection with one of the first adjusting gears, the number of teeth of the plurality of first adjusting gears increasing or decreasing step by step along the preset direction, the number of teeth of the plurality of second adjusting gears increasing or decreasing step by step along the preset direction, and the number of teeth of the plurality of first adjusting gears changing in the opposite direction of the number of teeth of the plurality of second adjusting gears, the second transmission shaft being capable of moving along the preset direction relative to the plurality of first adjusting gears so as to abut against one of the first adjusting gears.

[0007] The steering wheel device of the present application has the following advantages:

[0008] In the steering wheel device of the present application, the steering wheel can be rotated around a preset direction by the first transmission shaft, so as to realize force feedback of the steering wheel. In this process, the second transmission shaft can move along the preset direction relative to the multiple first adjusting gears, so as to make the second transmission shaft abut against any one of the first adjusting gears. Therefore, the first adjusting gear connected with the second transmission shaft can drive the second transmission shaft to rotate around the preset direction. Since the second transmission shaft is in transmission connection with the first transmission shaft, when the second transmission shaft rotates around the preset direction, the first transmission shaft can be driven by the second transmission shaft to rotate around the preset direction, so as to drive the steering wheel to rotate around the preset direction. Since each second adjusting gear is in meshing connection with one first adjusting gear, multiple transmission groups can be formed by the meshing connection between each second adjusting gear and one first adjusting gear. Since the number of teeth of the multiple first adjusting gears increases or decreases step by step along the preset direction, the number of teeth of the multiple second adjusting gears increases or decreases step by step along the preset direction, and the number of teeth of the multiple first adjusting gears changes in the opposite direction of the number of teeth of the multiple second adjusting gears, the transmission ratios of each transmission group are different. Therefore, when the second transmission shaft abuts against different first adjusting gears, the second transmission shaft can have different rotating speeds, so as to make the first transmission shaft have different rotating speeds, and further make the steering wheel have different rotating speeds, so as to realize adjustment of the force feedback size of the steering wheel.

[0009] According to the steering wheel device of the first aspect of the present application, the hub of the first adjusting gear is provided with multiple first abutment grooves, the multiple first abutment grooves are arranged at intervals along the circumferential direction of the first adjusting gear, and any two first abutment grooves are arranged opposite to each other along the radial direction of the first adjusting gear. The force feedback adjustment mechanism further comprises a first abutment member, which is connected to the second transmission shaft and protrudes from the second transmission shaft along the radial direction of the first adjusting gear, and is at least partially arranged in the two first abutment grooves arranged opposite to each other along the radial direction of the first adjusting gear.

[0010] According to the steering wheel device of the first aspect of the present application, the steering wheel mechanism further comprises a first transmission gear, and the force feedback adjustment mechanism further comprises a second transmission gear. The first transmission gear is connected to one end of the first transmission shaft away from the steering wheel along the preset direction and rotates around the preset direction. The second transmission gear is connected to the second transmission shaft and is in meshing transmission with the first transmission gear.

[0011] According to the steering wheel device of the first aspect of the present application, the force feedback adjusting mechanism further comprises a connecting sleeve, the second transmission gear is sleeved outside the connecting sleeve and is fixedly connected with the connecting sleeve, the connecting sleeve is sleeved on the second transmission shaft, and the second transmission shaft moves relative to the connecting sleeve in the preset direction, a second abutting groove is arranged on the inner wall of the connecting sleeve and extends in the radial direction of the connecting sleeve, the force feedback adjusting mechanism further comprises a second abutting piece, the second abutting piece is connected to the second transmission shaft and protrudes from the second transmission shaft in the radial direction of the connecting sleeve, and the second abutting piece is at least partially arranged in the second abutting groove.

[0012] According to the steering wheel device of the first aspect of the present application, the force feedback adjusting mechanism further comprises a limiting assembly, the limiting assembly comprises a limiting sleeve and an elastic limiting piece, the limiting sleeve is sleeved on the second transmission shaft and is arranged at intervals with the multiple first adjusting gears, the elastic limiting piece is connected to the second transmission shaft and protrudes from the second transmission shaft in the radial direction of the limiting sleeve, a plurality of limiting grooves are arranged on the inner wall of the limiting sleeve and are arranged at intervals in the preset direction, the elastic limiting piece is at least partially arranged in any one of the limiting grooves, the second transmission shaft moves relative to the limiting sleeve in the preset direction, and the elastic limiting piece moves relative to the limiting groove in the radial direction of the limiting sleeve.

[0013] According to the steering wheel device of the first aspect of the present application, the limiting assembly further comprises a first magnetic piece and a plurality of second magnetic pieces, the plurality of second magnetic pieces are arranged at intervals on the limiting sleeve in the preset direction, each second magnetic piece is arranged opposite to one limiting groove in the radial direction of the limiting sleeve, the first magnetic piece is arranged on the second transmission shaft and is arranged opposite to the elastic limiting piece in the radial direction of the limiting sleeve, and the first magnetic piece is arranged in the radial direction of the limiting sleeve and faces the second magnetic piece.

[0014] According to the steering wheel device of the first aspect of the present application, the steering wheel device further comprises a housing, a guide piece and a pushing piece, the guide piece, the multiple first adjusting gears and the multiple second adjusting gears are connected to the housing, the guide piece extends in the preset direction, the pushing piece is connected to one end of the second transmission shaft in the preset direction and is connected to the guide piece, and the pushing piece slides relative to the guide piece in the preset direction.

[0015] According to the steering wheel device of the first aspect of the present application, the number of teeth of the first adjusting gear is gradually increased along the preset direction towards the direction away from the pushing member, and the number of teeth of the second adjusting gear is gradually decreased along the preset direction towards the direction away from the pushing member.

[0016] According to the steering wheel device of the first aspect of the present application, the first adjusting gear is provided with one second adjusting gear on each of the two opposite sides of the first adjusting gear along the radial direction, and the two second adjusting gears are engaged with the first adjusting gear and have the same number of teeth.

[0017] According to the vehicle simulator of the second aspect of the present application, the vehicle simulator comprises the steering wheel device as described above.

[0018] The vehicle simulator of the present application has the following advantages:

[0019] In the vehicle simulator of the present application, since the steering wheel device described above can adjust the force feedback of the steering wheel, the vehicle simulator of the present application can adapt to the experience needs of different drivers, thereby improving the user experience of the vehicle simulator of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the embodiments. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope, and for those skilled in the art, other related drawings can also be obtained without creative labor.

[0021] Figure 1 Fig. 1 shows a perspective structural schematic diagram of the steering wheel device in the present application;

[0022] Figure 2 Fig. 2 shows a side structural schematic diagram of the steering wheel device in the present application;

[0023] Figure 3 Fig. 3 shows a perspective structural schematic diagram of the force feedback adjusting mechanism in the present application;

[0024] Figure 4 Fig. 4 shows a sectional structural schematic diagram of the force feedback adjusting mechanism in the present application;

[0025] Figure 5 Fig. 5 shows a perspective structural schematic diagram of the first adjusting gear and the first abutting member in the present application; Figure 4 Fig. 6 shows an enlarged structural schematic diagram of position A in Fig. 5;

[0026] Figure 6 Fig. 7 shows a structural schematic diagram of the first adjusting gear and the first abutting member in the present application.

[0027] Main element symbol explanation:

[0028] 100 - steering wheel mechanism; 110 - steering wheel; 120 - first transmission shaft; 130 - first transmission gear; 140 - third transmission gear; 150 - fourth transmission gear; 160 - fifth transmission gear; 170 - sixth transmission gear;

[0029] 200 - force feedback adjusting mechanism; 210 - second transmission shaft; 220 - first adjusting gear; 221 - first abutting groove; 230 - second adjusting gear; 240 - first abutting member; 250 - second transmission gear; 260 - connecting sleeve; 261 - second abutting groove; 270 - second abutting member; 280 - limiting assembly; 281 - limiting sleeve; 2811 - limiting groove; 282 - elastic limiting member; 283 - first magnetic member; 284 - second magnetic member; 290 - driving member;

[0030] 300 - housing;

[0031] 400 - guide member;

[0032] 500 - pushing member;

[0033] x - preset direction. DETAILED DESCRIPTION

[0034] Embodiments of the present application are described below in detail, examples of which are shown in the drawings, wherein the same or similar notations represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only, and are only used to explain the present application, and cannot be understood as a limitation of the present application.

[0035] In the description of the present application, it is understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0036] In addition, the terms "first", "second", etc. are used only for the purpose of description, and should not be understood as indicating or implying relative importance or implying the number of the technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited.

[0037] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above-mentioned terms in the present application can be understood according to the specific circumstances.

[0038] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature. The first and second features can be in direct contact, or the first and second features can be in indirect contact through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be the first feature directly above or obliquely above the second feature, or it can only mean that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be the first feature directly below or obliquely below the second feature, or it can only mean that the horizontal height of the first feature is less than that of the second feature.

[0039] Referring to Figure 1 and Figure 3 The steering wheel 110 device related to the embodiments of the present application includes a steering wheel mechanism 100 and a force feedback adjustment mechanism 200.

[0040] Specifically, the steering wheel mechanism 100 comprises a steering wheel 110 and a first transmission shaft 120, the steering wheel 110 is connected with the first transmission shaft 120, the first transmission shaft 120 drives the steering wheel 110 to rotate around a preset direction x; the force feedback adjusting mechanism 200 comprises a second transmission shaft 210, a plurality of first adjusting gears 220 and a plurality of second adjusting gears 230, the second transmission shaft 210 is in transmission connection with the first transmission shaft 120, the plurality of first adjusting gears 220 are sequentially sleeved on the second transmission shaft 210 along the preset direction x, the plurality of second adjusting gears 230 are coaxially arranged along the preset direction x and can all rotate around the preset direction x, each second adjusting gear 230 is in meshing with one first adjusting gear 220, the number of teeth of the plurality of first adjusting gears 220 gradually increases or decreases along the preset direction x, the number of teeth of the plurality of second adjusting gears 230 gradually increases or decreases along the preset direction x, and the number of teeth of the plurality of first adjusting gears 220 changes oppositely to the number of teeth of the plurality of second adjusting gears 230, the second transmission shaft 210 can move along the preset direction x relative to the plurality of first adjusting gears 220, so that the second transmission shaft 210 abuts against one first adjusting gear 220.

[0041] It should be noted that the preset direction x is Figure 1 the direction indicated by x.

[0042] In the steering wheel 110 device of the present application, the steering wheel 110 can be driven to rotate around the preset direction x by the first transmission shaft 120, so as to realize force feedback of the steering wheel 110. In this process, since the second transmission shaft 210 can move along the preset direction x relative to the plurality of first adjusting gears 220, so that the second transmission shaft 210 abuts against one of the first adjusting gears 220, the second transmission shaft 210 can be made to abut against any one of the first adjusting gears 220 by moving the second transmission shaft 210 along the preset direction x, so that the first adjusting gear 220 connected with the second transmission shaft 210 can drive the second transmission shaft 210 to rotate around the preset direction x. Since the second transmission shaft 210 is in transmission connection with the first transmission shaft 120, when the second transmission shaft 210 rotates around the preset direction x, the first transmission shaft 120 can be driven to rotate around the preset direction x by the second transmission shaft 210, so that the first transmission shaft 120 can drive the steering wheel 110 to rotate around the preset direction x. Since each of the second adjusting gears 230 is in meshing connection with one of the first adjusting gears 220, a plurality of transmission groups can be formed by the meshing connection between each of the second adjusting gears 230 and one of the first adjusting gears 220. Since the number of teeth of the plurality of first adjusting gears 220 increases or decreases step by step along the preset direction x, the number of teeth of the plurality of second adjusting gears 230 increases or decreases step by step along the preset direction x, and the number of teeth of the plurality of first adjusting gears 220 changes in the opposite direction of the number of teeth of the plurality of second adjusting gears 230, the transmission ratios of each of the transmission groups are different. Therefore, when the second transmission shaft 210 abuts against different first adjusting gears 220, the second transmission shaft 210 can have different rotational speeds, so that the first transmission shaft 120 can have different rotational speeds, and further so that the steering wheel 110 can have different rotational speeds, so as to realize adjustment of the force feedback size of the steering wheel 110.

[0043] Referring to Figure 4 and Figure 6 As shown, a plurality of first abutting grooves 221 are arranged on the hub of the first adjusting gear 220, the plurality of first abutting grooves 221 are arranged in a circumferential direction of the first adjusting gear 220, and any two of the first abutting grooves 221 are arranged opposite to each other in a radial direction of the first adjusting gear 220. The force feedback adjusting mechanism 200 further comprises a first abutting member 240, which is connected to the second transmission shaft 210 and protrudes from the second transmission shaft 210 in the radial direction of the first adjusting gear 220, and the first abutting member 240 is at least partially arranged in the two first abutting grooves 221 arranged opposite to each other in the radial direction of the first adjusting gear 220.

[0044] Specifically, in the present embodiment, the preset direction x is parallel to the axial direction of the first adjusting gear 220.

[0045] In the embodiment, the first abutting piece 240 is connected to the second transmission shaft 210 and protrudes from the second transmission shaft 210 in the radial direction of the first adjusting gear 220, the first abutting piece 240 is at least partially arranged in the two first abutting grooves 221 arranged opposite in the radial direction of the first adjusting gear 220, and the abutting of the first abutting piece 240 and the two first abutting grooves 221 arranged opposite in the radial direction of the first adjusting gear 220 can realize the abutting of the second transmission shaft 210 and the first adjusting gear 220, so that the first adjusting gear 220 can drive the second transmission shaft 210 to rotate around the preset direction x. In addition, the hub of the first adjusting gear 220 is provided with a plurality of first abutting grooves 221, and the plurality of first abutting grooves 221 are arranged at intervals in the circumferential direction of the first adjusting gear 220. Therefore, the first abutting piece 240 can be arranged in any one of the first abutting grooves 221 in the circumferential direction of the first adjusting gear 220, so as to realize the abutting of the first abutting piece 240 and the first adjusting gear 220.

[0046] Referring to Figure 2 As shown in FIG. 1, the steering wheel mechanism 100 further comprises a first transmission gear 130, and the force feedback adjusting mechanism 200 further comprises a second transmission gear 250. The first transmission gear 130 is connected to one end of the first transmission shaft 120 away from the steering wheel 110 in the preset direction x and rotates around the preset direction x. The second transmission gear 250 is connected to the second transmission shaft 210 and is in meshing transmission with the first transmission gear 130.

[0047] In the embodiment, the first transmission gear 130 is connected to one end of the first transmission shaft 120 away from the steering wheel 110 in the preset direction x and rotates around the preset direction x, and the first transmission gear 130 is in meshing transmission with the second transmission gear 250. Therefore, when the second transmission shaft 210 rotates around the preset direction x, the second transmission shaft 210 can drive the second transmission gear 250 to rotate around the preset direction x, so that the second transmission gear 250 drives the first transmission gear 130 to rotate around the preset direction x, and further drives the first transmission shaft 120 to rotate around the preset direction x, so as to realize the transmission connection between the first transmission shaft 120 and the second transmission shaft 210.

[0048] Referring to Figure 4As shown, the force feedback adjustment mechanism 200 also includes a connecting sleeve 260. The second transmission gear 250 is sleeved on the outside of the connecting sleeve 260 and fixedly connected to the connecting sleeve 260. The connecting sleeve 260 is sleeved on the second transmission shaft 210, and the second transmission shaft 210 moves relative to the connecting sleeve 260 along a preset direction x. The inner wall of the connecting sleeve 260 is provided with a second abutment groove 261, which extends radially along the connecting sleeve 260. The force feedback adjustment mechanism 200 also includes a second abutment member 270, which is connected to the second transmission shaft 210 and protrudes radially from the second transmission shaft 210 along the connecting sleeve 260. The second abutment member 270 at least partially passes through the second abutment groove 261.

[0049] In this embodiment, since the second drive shaft 210 moves relative to the connecting sleeve 260 along a preset direction x, and the second drive gear 250 is sleeved on the outside of the connecting sleeve 260 and fixedly connected to the connecting sleeve 260, when the second drive shaft 210 moves along the preset direction x, it can cause the second drive shaft 210 to move relative to the second drive gear 250 along the preset direction x, so as to avoid interference to the meshing transmission of the second drive gear 250 and the first drive gear 130 caused by the movement of the second drive shaft 210 along the preset direction x. Furthermore, due to the second abutment member 27... The second abutment 270 is connected to the second drive shaft 210 and protrudes radially from the second drive shaft 210 along the connecting sleeve 260. The second abutment 270 is at least partially inserted into the second abutment groove 261 of the connecting sleeve 260. Therefore, the relative rotation between the second drive shaft 210 and the connecting sleeve 260 can be avoided by the cooperation between the second abutment 270 and the second abutment groove 261, so that the second drive shaft 210 can drive the second drive gear 250 to rotate around the preset direction x, and further realize the transmission between the second drive shaft 210 and the first drive shaft 120.

[0050] Reference Figure 3 , Figure 4 as well as Figure 5 As shown, the force feedback adjustment mechanism 200 also includes a limiting component 280, which includes a limiting sleeve 281 and an elastic limiting member 282. The limiting sleeve 281 is sleeved on the second drive shaft 210 and spaced apart from the multi-stage first adjusting gear 220. The elastic limiting member 282 is connected to the second drive shaft 210 and protrudes radially from the second drive shaft 210 along the limiting sleeve 281. The inner wall of the limiting sleeve 281 is provided with a plurality of limiting grooves 2811 spaced apart along a preset direction x. The elastic limiting member 282 passes through at least one of the limiting grooves 2811. The second drive shaft 210 moves relative to the limiting sleeve 281 along the preset direction x, and the elastic limiting member 282 moves relative to the limiting groove 2811 along the radial direction of the limiting sleeve 281.

[0051] In the embodiment, the elastic limiting piece 282 is connected to the second transmission shaft 210 and protrudes from the second transmission shaft 210 along the radial direction of the limiting sleeve 281, and the elastic limiting piece 282 is at least partially arranged in any one limiting groove 2811, so that the movement distance of the second transmission shaft 210 along the preset direction x is limited by the cooperation between the elastic limiting piece 282 and the limiting groove 2811, thereby providing force feedback for the movement of the second transmission shaft 210 along the preset direction x, ensuring that the second transmission shaft 210 moves to the preset position along the preset direction x, and avoiding the movement of the second transmission shaft 210 along the second direction when the second transmission shaft 210 rotates around the preset direction x. When the second transmission shaft 210 moves along the preset direction x relative to the limiting sleeve 281, the elastic limiting piece 282 can move along the radial direction of the limiting sleeve 281 relative to the limiting groove 2811, so that the elastic limiting piece 282 is separated from the limiting groove 2811 by the movement of the elastic limiting piece 282 relative to the limiting groove 2811, so that the second transmission shaft 210 can move along the preset direction x relative to the limiting sleeve 281.

[0052] Specifically, in the embodiment, the elastic limiting piece 282 is an elastic ball, and the limiting groove 2811 is an arc-shaped limiting groove 2811, so that the elastic ball can be connected in the arc-shaped limiting groove 2811 and separated from the arc-shaped limiting groove 2811.

[0053] Specifically, in the embodiment, the distance between any two adjacent limiting grooves 2811 along the preset direction x is equal to the distance between any two adjacent first adjusting gears 220 along the preset direction x, so that the abutment of the elastic limiting piece 282 and any one limiting groove 2811 can correspond to the abutment of the first abutting piece 240 and any one first adjusting gear 220, so as to provide force feedback for the abutment of the first abutting piece 240 and any one first adjusting gear 220 by the abutment of the elastic limiting piece 282 and any one limiting groove 2811, and improve the stability of the connection between the second transmission shaft 210 and any one first adjusting gear 220, thereby avoiding the movement of the second transmission shaft 210 along the preset direction x when the second transmission shaft 210 abuts against any one first adjusting gear 220.

[0054] Reference Figure 5As shown, the limiting assembly 280 further comprises a first magnetic piece 283 and a plurality of second magnetic pieces 284, the plurality of second magnetic pieces 284 are arranged on the limiting sleeve 281 along the preset direction x and are arranged opposite to the limiting grooves 2811 along the radial direction of the limiting sleeve 281, the first magnetic piece 283 is arranged on the second transmission shaft 210 and is arranged opposite to the elastic limiting piece 282 along the radial direction of the limiting sleeve 281, and the first magnetic piece 283 is arranged along the radial direction of the limiting sleeve 281 and faces the second magnetic piece 284.

[0055] In the embodiment, since each second magnetic piece 284 is arranged opposite to the limiting groove 2811 along the radial direction of the limiting sleeve 281, the first magnetic piece 283 is arranged on the second transmission shaft 210 and is arranged opposite to the elastic limiting piece 282 along the radial direction of the limiting sleeve 281, and the first magnetic piece 283 is arranged along the radial direction of the limiting sleeve 281 and faces the second magnetic piece 284, when the elastic limiting piece 282 is at least partially arranged in any one of the limiting grooves 2811, the first magnetic piece 283 can be magnetically connected with any one of the second magnetic pieces 284, so as to further provide force feedback for the movement of the second transmission shaft 210 along the preset direction x, and meanwhile improve the stability of the connection between the second transmission shaft 210 and the limiting sleeve 281.

[0056] Referring to Figure 1 and Figure 3 As shown, the steering wheel 110 device further comprises a housing 300, a guide piece 400 and a pushing piece 500, the guide piece 400, the multi-stage first adjusting gear 220 and the multi-stage second adjusting gear 230 are connected to the housing 300, the guide piece 400 extends along the preset direction x, the pushing piece 500 is connected to one end of the second transmission shaft 210 along the preset direction x and is connected to the guide piece 400, and the pushing piece 500 slides along the preset direction x relative to the guide piece 400.

[0057] In the embodiment, the pushing piece 500 can be pushed to slide along the preset direction x relative to the guide piece 400, so that the second transmission shaft 210 can move along the preset direction x relative to the guide piece 400, so that the second transmission shaft 210 can move along the preset direction x relative to the housing 300, and further so that the second transmission shaft 210 can abut against different first adjusting gears 220.

[0058] Specifically, in the embodiment, referring to Figure 3 and Figure 4 As shown, the force feedback adjusting mechanism 200 further comprises a driving piece 290, the driving piece 290 is connected to the housing 300, the multi-stage second adjusting gear 230 is connected to the output end of the driving piece 290, and the driving piece 290 is used to drive the multi-stage second adjusting gear 230 to rotate around the preset direction x.

[0059] Specifically, in the present embodiment, the limiting sleeve 281, the connecting sleeve 260, the second transmission gear 250, the first transmission gear 130 and the first transmission shaft 120 are all connected to the housing 300, and the limiting sleeve 281, the connecting sleeve 260, the second transmission gear 250, the first transmission gear 130, the first transmission shaft 120, the multi-stage first adjusting gear 220 and the multi-stage second adjusting gear 230 rotate relative to the housing 300 about the preset direction x, and the second transmission shaft 210 moves relative to the housing 300 along the preset direction x.

[0060] Continuing to refer to Figure 3 and Figure 4 It is shown that the number of teeth of the multi-stage first adjusting gear 220 gradually increases in the direction away from the pusher 500 along the preset direction x, and the number of teeth of the multi-stage second adjusting gear 230 gradually decreases in the direction away from the pusher 500 along the preset direction x.

[0061] In the present embodiment, in any meshing transmission of the first adjusting gear 220 and the second adjusting gear 230, the second adjusting gear 230 is the driving gear, and the first adjusting gear 220 is the driven gear, and the transmission ratio is the ratio of the number of teeth of the driven gear to the number of teeth of the driving gear. Therefore, in the preset direction x, the transmission ratio between the first adjusting gear 220 and the second adjusting gear 230 gradually increases in the direction away from the pusher 500. In this way, when the second transmission shaft 210 abuts against different first adjusting gears 220 in the direction away from the pusher 500 along the preset direction x, the rotational speed of the second transmission shaft 210 gradually decreases, and when the second transmission shaft 210 abuts against different first adjusting gears 220 in the direction approaching the pusher 500 along the preset direction x, the rotational speed of the second transmission shaft 210 gradually increases, so as to adjust the rotational speed of the second transmission shaft 210, so that the first transmission shaft 120 driven by the second transmission shaft 210 can have different rotational speeds, and further, the steering wheel 110 can have different rotational speeds, so as to realize the adjustment of the force feedback size of the steering wheel 110.

[0062] Continuing to refer to Figure 3 and Figure 4 It is shown that the first adjusting gear 220 is provided with one second adjusting gear 230 on each of the two opposite sides of the first adjusting gear 220 in the radial direction, and the two second adjusting gears 230 are both meshed with the first adjusting gear 220, and the number of teeth of the two second adjusting gears 230 is the same.

[0063] In the embodiment, the two second adjusting gears 230 can be engaged with the first adjusting gear 220 at the same time, so as to improve the stability of the engagement transmission between the second adjusting gear 230 and the first adjusting gear 220, to ensure that the first adjusting gear 220 can rotate around the preset direction x, and further ensure that the second transmission shaft 210 can rotate around the preset direction x.

[0064] Referring to Figure 2 As shown in the figure, the steering wheel mechanism 100 further comprises a third transmission gear 140, a fourth transmission gear 150 and a plurality of fifth transmission gears 160, the third transmission gear 140 is coaxially arranged and coaxially transmitted with the first transmission gear 130, the fourth transmission gear 150 is connected to one end of the first transmission shaft 120 away from the steering wheel 110 along the preset direction x, and is coaxially arranged with the first transmission gear 130 and the third transmission gear 140, the plurality of fifth transmission gears 160 are arranged between the fourth transmission gear 150 and the third transmission gear 140, and are externally meshed with the fourth transmission gear 150 and internally meshed with the third transmission gear 140, and the plurality of fifth transmission gears 160 are arranged at intervals along the circumference of the fourth transmission gear 150;

[0065] The steering wheel mechanism 100 further comprises a fixed disc and an electromagnet, the fixed disc is sleeved on the third transmission gear 140, and the electromagnet is used to attract the fixed disc when the electromagnet is powered on, so that the fixed disc fixes the third transmission gear 140, after the third transmission gear 140 is fixed, the fifth transmission gear 160 arranged between the fourth transmission gear 150 and the third transmission gear 140 rotates around the fourth transmission gear 150, to realize the transmission connection between the first transmission shaft 120 and the first transmission gear 130, so as to realize the negative feedback of the force feedback adjusting mechanism 200 to the steering wheel 110, when the electromagnet is not powered on, the third transmission gear 140 is in an unfixed state, at this time, the first transmission gear 130 drives the third transmission gear 140 to idle, and the fifth transmission gear 160 rotates in place, at this time, the force feedback adjusting mechanism 200 cannot perform negative feedback to the steering wheel 110, so that the steering wheel 110 can be returned to normal.

[0066] Continuing to refer to Figure 2 As shown in the figure, the steering wheel mechanism 100 further comprises a plurality of sixth transmission gears 170, the plurality of sixth transmission gears 170 are arranged at intervals along the circumference of the second transmission gear 250, and each sixth transmission gear 170 is arranged between the second transmission gear 250 and the first transmission gear 130 and externally meshed with the second transmission gear 250 and the first transmission gear 130, to realize the transmission connection between the second transmission gear 250 and the first transmission gear 130 through the plurality of sixth transmission gears 170.

[0067] The vehicle simulator related to the embodiment of the application comprises the above-mentioned steering wheel 110 device.

[0068] In the vehicle simulator of the present application, since the steering wheel 110 device described above can realize the adjustment of the force feedback size of the steering wheel 110, the vehicle simulator of the present application can adapt to the experience needs of different drivers, so as to improve the user experience of the vehicle simulator of the present application.

[0069] In the description of the present specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, different embodiments or examples described in the present specification and the features of different embodiments or examples can be combined and combined by those skilled in the art without contradiction.

[0070] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A steering wheel apparatus, characterized by, The utility model relates to a force feedback steering wheel, comprising: a steering wheel mechanism, including a steering wheel and a first transmission shaft, the steering wheel is connected with the first transmission shaft, the first transmission shaft drives the steering wheel rotates around the preset direction; a force feedback adjusting mechanism, including a second transmission shaft, a plurality of first adjusting gears and a plurality of second adjusting gears, the second transmission shaft is connected with the first transmission shaft transmission, a plurality of the first adjusting gears are sequentially arranged on the second transmission shaft along the preset direction, a plurality of the second adjusting gears are coaxially arranged along the preset direction, and each can rotate around the preset direction, each of the second adjusting gears is engaged with one of the first adjusting gears, the number of teeth of a plurality of the first adjusting gears gradually increases or decreases along the preset direction, the number of teeth of a plurality of the second adjusting gears gradually increases or decreases along the preset direction, and the number of teeth of a plurality of the first adjusting gears changes and the number of teeth of a plurality of the second adjusting gears changes are opposite, the second transmission shaft can move along the preset direction relative to a plurality of the first adjusting gears, so that the second transmission shaft and one of the first adjusting gears abut.

2. The steering wheel apparatus according to claim 1, characterized by The hub of the first adjusting gear is provided with a plurality of first abutting grooves, a plurality of the first abutting grooves are arranged along the circumferential direction of the first adjusting gear, and any two of the first abutting grooves are arranged opposite along the radial direction of the first adjusting gear, the force feedback adjusting mechanism further comprises a first abutting piece, the first abutting piece is connected to the second transmission shaft and protrudes from the second transmission shaft along the radial direction of the first adjusting gear, and the first abutting piece is at least partially arranged in the two first abutting grooves arranged opposite along the radial direction of the first adjusting gear.

3. The steering wheel apparatus of claim 1, wherein The steering wheel mechanism further comprises a first transmission gear, and the force feedback adjusting mechanism further comprises a second transmission gear, the first transmission gear is connected to one end of the first transmission shaft away from the steering wheel along the preset direction and rotates around the preset direction, and the second transmission gear is connected to the second transmission shaft and is in meshing transmission with the first transmission gear.

4. The steering wheel apparatus of claim 3, wherein The force feedback adjusting mechanism further comprises a connecting sleeve, the second transmission gear is arranged outside the connecting sleeve and is fixedly connected to the connecting sleeve, the connecting sleeve is arranged on the second transmission shaft, and the second transmission shaft moves along the preset direction relative to the connecting sleeve, a second abutting groove is arranged on the inner wall of the connecting sleeve and extends along the radial direction of the connecting sleeve, and the force feedback adjusting mechanism further comprises a second abutting piece, the second abutting piece is connected to the second transmission shaft and protrudes from the second transmission shaft along the radial direction of the connecting sleeve, and the second abutting piece is at least partially arranged in the second abutting groove.

5. The steering wheel apparatus of claim 1, wherein The force feedback adjusting mechanism further comprises a limiting assembly, the limiting assembly comprises a limiting sleeve and an elastic limiting piece, the limiting sleeve is sleeved on the second transmission shaft and is arranged at intervals with the plurality of first adjusting gears, the elastic limiting piece is connected on the second transmission shaft and protrudes from the second transmission shaft along the radial direction of the limiting sleeve, a plurality of limiting grooves are arranged at intervals along the preset direction on the inner wall of the limiting sleeve, the elastic limiting piece is at least partially arranged in any one of the limiting grooves, the second transmission shaft moves along the preset direction relative to the limiting sleeve, and the elastic limiting piece moves along the radial direction of the limiting sleeve relative to the limiting groove.

6. A steering wheel apparatus according to claim 5, wherein The limiting assembly further comprises a first magnetic piece and a plurality of second magnetic pieces, the plurality of second magnetic pieces are arranged at intervals along the preset direction on the limiting sleeve, and each second magnetic piece is arranged opposite to one limiting groove along the radial direction of the limiting sleeve, the first magnetic piece is arranged on the second transmission shaft and opposite to the elastic limiting piece along the radial direction of the limiting sleeve, and the first magnetic piece is arranged along the radial direction of the limiting sleeve towards the second magnetic piece.

7. The steering wheel apparatus of claim 1, wherein The steering wheel device further comprises a housing, a guide piece and a pushing piece, the guide piece, the plurality of first adjusting gears and the plurality of second adjusting gears are connected on the housing, the guide piece is arranged extending along the preset direction, the pushing piece is connected on one end of the second transmission shaft along the preset direction and connected with the guide piece, and the pushing piece slides along the preset direction relative to the guide piece.

8. A steering wheel apparatus according to claim 7, wherein The number of teeth of the plurality of first adjusting gears gradually increases along the preset direction towards the direction away from the pushing piece, and the number of teeth of the plurality of second adjusting gears gradually decreases along the preset direction towards the direction away from the pushing piece.

9. The steering wheel apparatus of claim 1, wherein The first adjusting gear is provided with one second adjusting gear on each side opposite along the radial direction of the first adjusting gear, the two second adjusting gears are engaged with the first adjusting gear, and the number of teeth of the two second adjusting gears is the same.

10. A vehicle simulator, characterized by The steering wheel device comprises: The steering wheel device according to any one of claims 1-9. The steering wheel device according to any one of claims 1-9.

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