Self-adaptive double-gear limiting control device

Abstract

The utility model relates to the technical field of game steering wheels, in particular to a self-adaptive double-gear limiting control device which comprises a steering wheel, an aligning assembly, a rotating shaft arranged between the steering wheel and the aligning assembly and a gear shifting mechanism arranged on the aligning assembly. The aligning assembly comprises a mounting frame, a front seat plate arranged on the mounting frame, an aligning gear rotationally arranged on the mounting frame, an aligning torsional spring arranged on the mounting frame and connected with the aligning gear, and a main gear arranged at the end of a rotating shaft and meshed with the aligning gear. The gear shifting mechanism comprises a first gear plate, a second gear plate, a sliding groove, a gear shifting sliding block and a gear shifting protruding block, wherein the first gear plate and the second gear plate are fixed to the periphery of the rotating shaft, the sliding groove is formed in the front base plate, the gear shifting sliding block is arranged in the sliding groove in a sliding mode, and the gear shifting protruding block is arranged on the return gear. The design is simple in structure, convenient to operate, low in cost and convenient to produce and assemble.

Description

Technical Field

[0001] This utility model relates to the field of game steering wheel technology, specifically to an adaptive dual-gear limit control device. Background Technology

[0002] Game steering wheels mainly come in two types: one supports only a single steering angle, such as 900 degrees or 1080 degrees, suitable for games that simulate driving with large steering angles; the other supports multiple angles, such as simultaneously supporting 270 degrees and 900 degrees, with 270 degrees suitable for racing games. Existing game steering wheels that support multiple angles have a relatively complex structure, high cost, and are cumbersome and inefficient to manufacture and assemble. Utility Model Content

[0003] To solve the above problems, this utility model provides an adaptive dual-gear limit control device, which has a simple structure, is easy to operate, has low cost, and is convenient for production and assembly.

[0004] The technical solution adopted by this utility model is to provide an adaptive dual-gear limit control device, including a steering wheel, a return-to-center assembly, a rotating shaft disposed between the steering wheel and the return-to-center assembly, and a gear-adjusting mechanism disposed on the return-to-center assembly. The return-to-center assembly includes a mounting bracket, a front seat plate disposed on the mounting bracket, a return-to-center gear rotatably disposed on the mounting bracket, a return-to-center torsion spring disposed on the mounting bracket and connected to the return-to-center gear, and a main gear disposed at the end of the rotating shaft and meshing with the return-to-center gear. One end of the rotating shaft is rotatably disposed on the front seat plate and the end of the rotating shaft passes through the front seat plate. The main gear is located inside the front seat plate and fixed to the end of the rotating shaft. The rotation of the steering wheel drives the main gear and the return-to-center gear to rotate synchronously.

[0005] The gear shifting mechanism includes a first gear plate and a second gear plate fixed on the outer periphery of the rotating shaft, a slide groove on the front seat plate, a gear shifting slider slidably disposed in the slide groove, and a gear shifting protrusion disposed on the return gear. The slide groove has an opening at one end corresponding to the first gear plate, the gear shifting slider corresponds to the first gear plate, and the gear shifting protrusion corresponds to the second gear plate.

[0006] It also includes a damping plate disposed on the shift slider and located in the slide groove, a damping protrusion disposed on the side of the damping plate, and a damping groove disposed on the side wall of the slide groove, wherein the damping groove and the damping protrusion correspond to each other, and the shift slider is fixed to the damping plate.

[0007] The damping grooves are arranged in two sets at intervals along the sliding direction of the adjusting slider.

[0008] A push plate is vertically mounted on the damping plate.

[0009] It also includes a cover plate set on the opening of the slide groove and an adjustment port set on the cover plate, wherein the push plate extends outward from inside the slide groove through the adjustment port.

[0010] The gear shift slider is T-shaped.

[0011] The return gear and return torsion spring are arranged in three sets around the main gear, and the adjusting protrusion is arranged on one of the return gears.

[0012] The first stop plate has a 90° fan-shaped structure.

[0013] The second stop plate has a 180° fan-shaped structure, and the gear ratio of the main gear and the return gear is 1:5.

[0014] Both the slide groove and the gear shift slider are located on the outer end face of the front seat plate.

[0015] The beneficial effects of this utility model are that it provides an adaptive dual-gear limit control device. The first gear plate and the second gear plate are respectively installed on the rotating shaft. When the user manually pushes the shift slider to move towards the first gear plate, it blocks the rotation trajectory of the first gear plate. When the rotating shaft rotates, the first gear plate collides with the shift slider when it reaches the position of the shift slider, preventing the rotating shaft from rotating further. The rotation range of the rotating shaft is controlled within one revolution, i.e., the first gear. After the user manually pushes the shift slider back, the shift slider no longer collides with the first gear plate. After the rotating shaft rotates multiple revolutions, the shift lug on the return gear collides with the second gear plate, preventing the rotating shaft from rotating further, i.e., the second gear. This design allows the steering wheel to switch between the first and second gears by manually operating the shift slider. It has a simple structure, is easy to use, and has low cost. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model;

[0017] Figure 2 This is a structural diagram of the front seat plate, push plate, and cover plate;

[0018] Figure 3 This is a schematic diagram of the damping plate structure;

[0019] Figure 4 yes Figure 3 Enlarged view of A in the middle;

[0020] Figure 5 This is a schematic diagram of the gear shift slider;

[0021] Figure 6 This is a structural diagram of the first gear plate and the second gear plate;

[0022] Figure 7 This is a schematic diagram of the return gear and the main gear.

[0023] In the attached diagram, 1 is the steering wheel, 2 is the pivot, 3 is the mounting bracket, 4 is the front seat plate, 5 is the return gear, 6 is the return torsion spring, 7 is the main gear, 8 is the first gear plate, 9 is the second gear plate, 10 is the slide groove, 11 is the gear shift slider, 12 is the gear shift protrusion, 13 is the damping plate, 14 is the damping protrusion, 15 is the damping groove, 16 is the push plate, 17 is the cover plate, and 18 is the gear shift port. Detailed Implementation

[0024] like Figure 1-5 As shown, this utility model provides an adaptive dual-gear limit control device, including a steering wheel 1, a return-to-center assembly, a rotating shaft 2 disposed between the steering wheel 1 and the return-to-center assembly, and a gear-adjusting mechanism disposed on the return-to-center assembly.

[0025] The return-centering assembly includes a mounting bracket 3, a front seat plate 4 mounted on the mounting bracket 3, a return-centering gear 5 rotatably mounted on the mounting bracket 3, a return-centering torsion spring 6 mounted on the mounting bracket 3 and connected to the return-centering gear 5, and a main gear 7 mounted at the end of a rotating shaft 2 and meshing with the return-centering gear 5. One end of the rotating shaft 2 is rotatably mounted on the front seat plate 4 and the end of the rotating shaft 2 passes through the front seat plate 4. The main gear 7 is located inside the front seat plate 4 and fixed to the end of the rotating shaft 2. The rotation of the steering wheel 1 drives the main gear 7 and the return-centering gear 5 to rotate synchronously.

[0026] The gear shifting mechanism includes a first gear plate 8 and a second gear plate 9 respectively fixed on the outer periphery of the rotating shaft 2, a slide groove 10 disposed on the front seat plate 4, a gear shifting slider 11 slidably disposed in the slide groove 10, and a gear shifting protrusion 12 disposed on the return gear 5. The slide groove 10 has an opening at one end corresponding to the first gear plate 8, the gear shifting slider 11 corresponds to the first gear plate 8, and the gear shifting protrusion 12 corresponds to the second gear plate 9.

[0027] The return gear 5 is rotatably mounted on the mounting bracket 3, and a return torsion spring 6 is installed between the return gear 5 and the mounting bracket 3. When the return gear 5 is subjected to force and rotates, it will drive the return torsion spring 6 to rotate. After the return gear 5 is no longer subjected to force, the return torsion spring 6 will drive the return gear 5 to return to the center.

[0028] The rotating shaft 2 is rotatably mounted on the front seat plate 4, and the end of the rotating shaft 2 extends through the front seat plate 4 toward the inside of the front seat plate 4. The main gear 7 is fixed on the end of the rotating shaft 2 and meshes with the return gear 5. The other end of the rotating shaft 2 is fixed to the steering wheel 1. When the user manually operates the steering wheel 1 to turn, the rotating shaft 2, the main gear 7, and the return gear 5 rotate synchronously, and the return torsion spring 6 is twisted. After the user releases the steering wheel 1, the return torsion spring 6 drives the return gear 5, the main gear 7, the rotating shaft 2, and the steering wheel 1 to rotate under its own torque, thereby realizing the return of the steering wheel 1 to center.

[0029] The first gear plate 8 and the second gear plate 9 are respectively mounted on the rotating shaft 2 and rotate synchronously with the rotating shaft 2. The gear shifting slider 11 can slide in the slide groove 10 and correspond to the first gear plate 8. The user manually pushes the gear shifting slider 11 to move towards the first gear plate 8. The end of the gear shifting slider 11 extends outward from the opening of the slide groove 10 and extends into the rotation trajectory of the first gear plate 8. When the rotating shaft 2 rotates, the first gear plate 8 on the rotating shaft 2 rotates synchronously. When the first gear plate 8 rotates to the position of the gear shifting slider 11, the two collide, preventing the first gear plate 8 from rotating further and controlling the rotation range of the rotating shaft 2 within one revolution. After the user manually pushes the gear shifting slider 11 back, the gear shifting slider 11 no longer collidees with the first gear plate 8, and the rotating shaft 2 can rotate multiple revolutions.

[0030] The shifting protrusion 12 on the return gear 5 corresponds to the second gear plate 9, and the number of teeth on the return gear 5 is greater than the number of teeth on the main gear 7. When the return gear 5 rotates one revolution, the main gear 7 can rotate multiple revolutions. The gear ratio can be adapted according to the requirements. Therefore, after the main gear 7 rotates multiple revolutions, the return gear 5 rotates one revolution. At this time, the shifting protrusion 12 on the return gear 5 abuts against the second gear plate 9, limiting the rotation of the rotating shaft 2 and achieving the maximum rotation angle of the steering wheel 1.

[0031] Users can switch the steering wheel 1's rotation angle between two ranges by manually pushing the shift slider 11. The structure is simple, easy to operate, and low in cost.

[0032] like Figure 1-5 As shown, it also includes a damping plate 13 disposed on the gear shift slider 11 and located in the slide groove 10, a damping protrusion 14 disposed on the side of the damping plate 13, and a damping groove 15 disposed on the side wall of the slide groove 10. The damping groove 15 and the damping protrusion 14 correspond to each other, and the gear shift slider 11 is fixed to the damping plate 13.

[0033] like Figure 1-5 As shown, the damping groove 15 is provided in two sets at intervals along the sliding direction of the adjusting slider 11.

[0034] A damping plate 13 is added to the end face of the shift slider 11 facing the opening of the slide groove 10. Damping protrusions 14 are provided on both sides of the damping plate 13. A damping groove 15 is added to the side wall of the slide groove 10. There are two sets of damping grooves 15. The first set of damping grooves 15 is the position when the shift slider 11 is in the slide groove 10. The second set of damping grooves 15 is the position when the end of the shift slider 11 is on the rotation trajectory of the first gear plate 8 after the shift slider 11 is translated. It can play a positioning role for the shift slider 11 and can play a damping effect when the shift slider 11 slides.

[0035] like Figure 1-5 As shown, a push plate 16 is vertically mounted on the damping plate 13.

[0036] The push plate 16 acts as a handle, making it more convenient for the user to push the adjustment slider 11.

[0037] like Figure 1-5 As shown, it also includes a cover plate 17 disposed on the opening of the slide groove 10 and an adjusting port 18 disposed on the cover plate 17, wherein the push plate 16 extends outward from inside the slide groove 10 through the adjusting port 18.

[0038] The cover plate 17 closes the opening of the slide groove 10, and the push plate 16 extends from the adjustment port 18, which is convenient for users to operate manually. The opening width of the adjustment port 18 is adapted to the push plate 16, and the length of the adjustment port 18 is equal to the distance that the adjustment slider 11 moves in the slide groove 10, which further limits the range of movement of the adjustment slider 11, making it more convenient for users to use.

[0039] like Figure 1-5 As shown, the adjusting slider 11 is T-shaped.

[0040] The front end of the shift slider 11 can extend out of the opening of the slide groove 10, and the rear end of the shift slider 11 is always inside the slide groove 10, which prevents the shift slider 11 from sliding out of the slide groove 10 completely, and can further play a positioning role, making the structure more stable and the operation more convenient.

[0041] like Figure 1-5 As shown, the return gear 5 and the return torsion spring 6 are arranged in three sets around the main gear 7, and the adjusting protrusion 12 is arranged on one of the return gears 5.

[0042] The three sets of return gears 5 and return torsion springs 6 can increase the damping effect when the shaft 2 rotates. As the number of rotations of the shaft 2 increases, the damping force becomes greater, making the user's operation feel more realistic. Only one gear shifting protrusion 12 is needed to limit the second gear plate 9.

[0043] like Figure 1-5 As shown, the first stop plate 8 has a 90° fan-shaped structure.

[0044] The steering wheel 1 can rotate within a range of 270°.

[0045] like Figure 1-5 As shown, the second stop plate 9 has a 180° fan-shaped structure, and the gear ratio of the main gear 7 and the return gear 5 is 1:5.

[0046] The steering wheel 1 can rotate up to 900°.

[0047] like Figure 1-5As shown, both the slide groove 10 and the gear shift slider 11 are located on the outer end face of the front seat plate 4. This makes it easier for the push plate 16 on the gear shift slider 11 to protrude outwards, reducing the complexity of the structure and facilitating user operation.

Claims

1. An adaptive two-step limit control device, comprising a steering wheel (1), a return assembly, a rotating shaft (2) arranged between the steering wheel (1) and the return assembly, and a tuning mechanism arranged on the return assembly, characterized in that: The return-to-zero assembly comprises a mounting frame (3), a front seat plate (4) arranged on the mounting frame (3), a return-to-zero gear (5) rotatably arranged on the mounting frame (3), a return-to-zero torsion spring (6) arranged on the mounting frame (3) and connected with the return-to-zero gear (5), and a main gear (7) arranged on an end of a rotating shaft (2) and engaged with the return-to-zero gear (5), wherein one end of the rotating shaft (2) is rotatably arranged on the front seat plate (4) and the end of the rotating shaft (2) penetrates through the front seat plate (4), and the main gear (7) is arranged on an inner side of the front seat plate (4) and fixed with the end of the rotating shaft (2), and the steering wheel (1) rotates to drive the main gear (7) and the return-to-zero gear (5) to rotate synchronously. The gear adjusting mechanism comprises a first gear plate (8) and a second gear plate (9) fixed on an outer periphery of the rotating shaft (2), a sliding groove (10) arranged on the front seat plate (4), a gear adjusting sliding block (11) slidingly arranged in the sliding groove (10), and a gear adjusting protrusion (12) arranged on the return-to-zero gear (5), wherein an opening is arranged at a corresponding end of the sliding groove (10) corresponding to the first gear plate (8), the gear adjusting sliding block (11) corresponds to the first gear plate (8), and the gear adjusting protrusion (12) corresponds to the second gear plate (9).

2. The adaptive two notch control device of claim 1, wherein: Further comprising a damping plate (13) arranged on the gear adjusting sliding block (11) and located in the sliding groove (10), a damping protrusion (14) arranged on a side of the damping plate (13), and a damping groove (15) arranged on a side wall of the sliding groove (10), wherein the damping groove (15) corresponds to the damping protrusion (14), and the gear adjusting sliding block (11) is fixed with the damping plate (13).

3. The adaptive two notch control device of claim 2, wherein: The damping groove (15) is arranged in two groups along a sliding direction of the gear adjusting sliding block (11).

4. The adaptive dual threshold control device of claim 2, wherein: The damping plate (13) is vertically provided with a push plate (16).

5. The adaptive two notch control device of claim 4, wherein: Further comprising a cover plate (17) arranged on the opening of the sliding groove (10) and a gear adjusting opening (18) arranged on the cover plate (17), wherein the push plate (16) extends out of the sliding groove (10) through the gear adjusting opening (18).

6. The adaptive two notch control device of claim 1, wherein: The gear adjusting sliding block (11) is in a T shape.

7. The adaptive two notch control device of claim 1, wherein: The return-to-zero gear (5) and the return-to-zero torsion spring (6) are arranged in three groups around the main gear (7), and the gear adjusting protrusion (12) is arranged on the return-to-zero gear (5) of one of the groups.

8. The adaptive dual threshold control device of claim 1, wherein: The first gear plate (8) is in a 90° sector structure.

9. The adaptive dual threshold control device of claim 1, wherein: The second gear plate (9) is in a 180° sector structure, and a tooth number ratio of the main gear (7) to the return-to-zero gear (5) is 1:

5.

10. The adaptive dual threshold control device of claim 1, wherein: The sliding groove (10) and the gear adjusting sliding block (11) are arranged on an outer end surface of the front seat plate (4).

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