Steering system with steering wheel arranged in middle and vehicle

Abstract

The utility model provides a steering wheel centrally-mounted steering system and a vehicle, the steering wheel centrally-mounted steering system comprises a steering wheel, a steering column, a constant speed steering intermediate shaft, an angle steering gear and a steering gear, the angle steering gear is provided with an input shaft and an output shaft, the output shaft is directly or indirectly connected to the steering gear, the input shaft deflects to the center of a vehicle relative to the output shaft; the steering wheel is arranged in the middle of a cab of the vehicle and connected with the upper end of the steering column. The two ends of the constant-speed steering middle shaft are connected with the input shaft of the angle steering gear and the lower end of the steering column through constant-speed universal joints respectively. Under the condition that a steering gear structure of an existing left-rudder vehicle or an existing right-rudder vehicle is not changed, the steering wheel is arranged in the middle through the angle steering gear and the constant-speed steering intermediate shaft.

Description

Technical Field

[0001] This utility model relates to the field of vehicle steering technology, and in particular to a centrally located steering wheel system and a vehicle. Background Technology

[0002] In most countries around the world, vehicle steering wheels are generally offset. Because vehicle steering wheels are designed according to traffic rules, in countries where traffic drives on the right, the steering wheel is on the left (left-hand drive); and in countries where traffic drives on the left, the steering wheel is on the right (right-hand drive). However, some application scenarios require a centered steering wheel. Currently, to match a centrally positioned steering wheel, a completely new steering gear needs to be developed, resulting in high development costs and long development cycles. How to center the steering wheel without altering the existing steering gear structure of left-hand or right-hand drive vehicles has become a pressing technical problem to be solved in this field. Utility Model Content

[0003] This invention provides a centrally mounted steering system and vehicle to solve the technical problem that existing centrally mounted steering wheels require the redevelopment of matching steering gears, resulting in high development costs and long development cycles.

[0004] To solve the above-mentioned technical problems, this utility model provides a centrally located steering wheel system, including a steering wheel, a steering column, a constant velocity steering intermediate shaft, an angle steering gear, and a steering unit. The angle steering gear has an input shaft and an output shaft. The output shaft is directly or indirectly connected to the steering unit. The input shaft is deflected relative to the output shaft towards the center of the vehicle. The steering wheel is centrally located in the driver's cab of the vehicle and connected to the upper end of the steering column. The two ends of the constant velocity steering intermediate shaft are respectively connected to the input shaft of the angle steering gear and the lower end of the steering column through constant velocity universal joints.

[0005] Optionally, one of the two constant velocity universal joints at both ends of the constant velocity steering intermediate shaft is a fixed joint, and the other is a sliding joint.

[0006] Optionally, the constant velocity universal joint connected to the lower end of the steering column of the constant velocity steering intermediate shaft is a fixed joint, and the constant velocity universal joint connected to the input shaft of the angle steering gear of the constant velocity steering intermediate shaft is a movable joint.

[0007] Optionally, the fixing section is a UF section.

[0008] Optionally, the angle formed by the axis of the input shaft and the axis of the output shaft of the angle steering gear is 90°.

[0009] Optionally, the steering column is an electric resistance steering column.

[0010] Optionally, the output shaft of the angle steering gear is connected to the steering gear via a spline connector.

[0011] Optionally, the spline connector is integrally integrated on the output shaft of the angle steering gear. The spline connector is provided with a plug hole, and an internal spline is provided in the plug hole. The steering shaft of the steering gear is provided with an external spline that is adapted to the internal spline. The internal spline and the external spline are connected in a mating manner.

[0012] Optionally, the spline connector has a first insertion hole and a second insertion hole at both ends. The first insertion hole is provided with a first internal spline, and the output shaft of the angle deflector is provided with a first external spline that is adapted to the first internal spline. The first internal spline and the first external spline are connected in a mating manner.

[0013] The second insertion hole is provided with a second internal spline, and the steering shaft of the steering gear is provided with a second external spline that is adapted to the second internal spline. The second internal spline and the second external spline are connected in a cooperative manner.

[0014] This utility model also provides a vehicle including the above-described steering wheel-centered steering system.

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

[0016] This invention achieves a centered steering wheel setting by using an angle steering gear and a constant speed steering intermediate shaft without changing the existing steering gear structure of left-hand drive or right-hand drive vehicles. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of a centrally mounted steering system according to an embodiment of the present invention;

[0019] Figure 2 This is a comparison diagram of the positions of a centrally located steering wheel and a steering wheel offset to the left, provided in one embodiment of this utility model;

[0020] Figure 3 This is a schematic diagram of the structure of a spline connector provided in an embodiment of this utility model. Detailed Implementation

[0021] 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.

[0022] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the utility model described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. The terms "above" and "over," and any variations thereof, are intended to describe positional relationships and do not imply direct contact between the described objects.

[0023] As described in the background section, certain application scenarios require a centered steering wheel. Currently, to match a centrally located steering wheel, a matching steering gear needs to be redeveloped, resulting in high development costs and long development cycles. How to center the steering wheel without altering the existing steering gear structure of left-hand drive or right-hand drive vehicles has become a pressing technical problem to be solved in this field.

[0024] To solve the above-mentioned technical problems, this utility model provides a steering system with a centrally located steering wheel, which centrally positions the steering wheel without changing the existing steering gear structure of left-hand drive or right-hand drive vehicles.

[0025] For details, please refer to Figure 1 The centrally mounted steering system includes a steering wheel 1, a steering column 2, a constant velocity steering intermediate shaft 4, an angle steering gear 6, and a steering gear 8. The angle steering gear 6 has an input shaft and an output shaft. The output shaft is directly or indirectly connected to the steering gear 8. The input shaft is deflected relative to the output shaft towards the center of the vehicle, i.e., the axis of the input shaft of the angle steering gear 6 forms a certain angle with the axis of the output shaft. The steering wheel 1 is centrally located in the driver's cab of the vehicle and connected to the upper end of the steering column 2. The two ends of the constant velocity steering intermediate shaft 4 are respectively connected to the input shaft of the angle steering gear 6 and the lower end of the steering column 2 via constant velocity universal joints.

[0026] This invention achieves the centered setting of the steering wheel 1 by means of the angle steering gear 6 and the constant speed steering intermediate shaft 4 without changing the existing steering gear 8 structure of the left-hand drive or right-hand drive vehicle.

[0027] For example, please refer to the following: Figure 2 The existing left-biased steering wheel 1' is located on the left side of the driver's cab. This steering wheel 1' is mounted on the steering column 2, which is mechanically connected to the steering gear 8. This invention, without altering the structure of the left-biased steering wheel 1', steering column 2, and steering gear 8, simply replaces the mechanical structure between the steering column 2 and the steering gear 8 with the constant velocity steering intermediate shaft 4 and angle steering gear 6 as described in this invention, thus moving the left-biased steering wheel 1' to the center.

[0028] In this invention, since the constant velocity steering intermediate shaft 4 is connected to the input shaft of the angle steering gear 6, the purpose of setting the input shaft of the angle steering gear 6 to be deflected relative to the output shaft towards the center of the vehicle (i.e., the input shaft is formed by rotating around the upper end of the output shaft towards the center of the vehicle with the axis of the output shaft as a reference) is to bring the angle steering gear 6 closer to the center of the vehicle. The purpose of bringing the angle steering gear 6 closer to the center of the vehicle is to center the steering wheel 1, that is, to position the steering wheel 1 at the center of the vehicle. The center of the vehicle referred to in this invention refers to the center in the width direction of the vehicle.

[0029] Since the axis of the input shaft of the angle steering gear 6 forms a certain angle with the axis of the output shaft, this utility model does not limit the specific value of the angle and can set it according to actual usage requirements, such as 90°, 120°, etc. To ensure the consistency of the steering direction, the angle formed by the axis of the input shaft of the angle steering gear 6 and the axis of the output shaft is 90°.

[0030] In this invention, the constant velocity steering intermediate shaft 4 connects the input shafts of the two non-coincident axes of the angle steering gear 6 and the steering column 2, and transmits the angular velocity at the same time. Therefore, constant velocity universal joints are used at both ends of the constant velocity steering intermediate shaft 4. One end of the constant velocity steering intermediate shaft 4 is connected to the lower end of the steering column 2 through the first constant velocity universal joint 3, and the other end of the constant velocity steering intermediate shaft 4 is connected to the input shaft of the angle steering gear 6 through the second constant velocity universal joint 5.

[0031] If the two ends of the steering intermediate shaft are connected to the angle steering gear 6 and the steering column 2 respectively using cross-shaped universal joints, the cross-shaped universal joints have non-uniform speed characteristics. In order to ensure that the hand force fluctuation is less than 5%-10%, there are restrictions on the included angle of the steering system, which is generally less than 30°, and cannot meet the included angle between the steering column 2 and the steering intermediate shaft.

[0032] Therefore, this invention employs a constant-speed steering intermediate shaft 4, which solves the problem of inconsistent rotational speeds during the steering intermediate shaft transmission process, eliminating torque fluctuations in hand force and resulting in smooth and silky steering. Furthermore, it can also meet the limitation of the included angle between the steering column 2 and the steering intermediate shaft, generally less than 65°.

[0033] There are many types of constant velocity joints. Therefore, this utility model does not limit the specific type of constant velocity joint. It can be set according to actual usage requirements, such as ball cage type constant velocity joint, three groove type constant velocity joint, inclined raceway type constant velocity joint, etc.

[0034] In one embodiment, one of the two constant velocity universal joints at both ends of the constant velocity steering intermediate shaft 4 is a fixed joint, and the other is a sliding joint. The fixed joint can be an RF joint, AC joint, or UF joint, and the sliding joint can be a VL joint, AAR joint, or DO joint. This invention does not limit the specific types of the fixed and sliding joints and can be set according to actual usage requirements.

[0035] As a specific embodiment, the fixed joint is a spherical rotating structure with a large rotation angle, adapting to the steering angle of the constant velocity steering intermediate shaft 4; the movable joint is an axial movement and rotation structure, taking into account the axial length change and rotation angle requirements of the constant velocity steering intermediate shaft 4. Therefore, the first constant velocity universal joint 3 connected to the lower end of the steering column 2 at one end of the constant velocity steering intermediate shaft 4 is a fixed joint, and the second constant velocity universal joint 5 connected to the input shaft of the angle steering gear 6 at the other end of the constant velocity steering intermediate shaft 4 is a movable joint.

[0036] To meet the requirements of the four major angle steering differences of the constant speed steering intermediate shaft, the fixed joint is preferably a UF joint, with a maximum swing angle of 50°, which makes the geometric design of the steering system more flexible and convenient, and can achieve a smaller vehicle turning radius.

[0037] As one embodiment, in order to provide different steering assistance according to vehicle speed, the steering column 2 adopts an electric resistance steering column 2.

[0038] The connection between the steering wheel 1, steering column 2, constant velocity steering intermediate shaft 4, angle steering gear 6, and steering gear 8 can be made by spline, key, or other structures. This utility model does not impose specific restrictions on this.

[0039] As one embodiment, the output shaft of the angle steering gear 6 is connected to the steering gear 8 via a spline connector 7.

[0040] In one specific embodiment, the spline connector is integrally integrated onto the output shaft of the angle steering gear 6, eliminating the need for a separate spline connector and saving on the number of parts. The spline connector has a mating hole with an internal spline inside. The steering shaft of the steering gear 8 has an external spline that mates with the internal spline, and the internal spline and the external spline are connected in a mating manner.

[0041] In another specific implementation, please refer to Figure 3 The spline connector 7 has a first insertion hole 71 and a second insertion hole at both ends. The first insertion hole 71 is provided with a first internal spline. The output shaft of the angle deflector 6 is provided with a first external spline that is adapted to the first internal spline. The first internal spline and the first external spline are connected in a cooperative manner.

[0042] The second insertion hole is provided with a second internal spline, and the steering shaft of the steering gear 8 is provided with a second external spline that is adapted to the second internal spline. The second internal spline and the second external spline are connected in a cooperative manner.

[0043] This utility model also provides a vehicle including the centrally located steering wheel system described in the above embodiments.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A centrally mounted steering system, characterized in that, The system comprises a steering wheel, a steering column, an equal speed steering intermediate shaft, an angle steering gear and a steering gear, the angle steering gear has an input shaft and an output shaft, the output shaft is directly or indirectly connected to the steering gear, the input shaft is deflected to the center of the vehicle relative to the output shaft; the steering wheel is centrally arranged in the driver's cabin of the vehicle and connected with the upper end of the steering column; the two ends of the equal speed steering intermediate shaft are respectively connected with the input shaft of the angle steering gear and the lower end of the steering column through the equal speed universal joints.

2. A mid-mounted steering system for a steering wheel according to claim 1, characterized in that One of the two equal speed universal joints at the two ends of the equal speed steering intermediate shaft is a fixed joint, and the other is a movable joint.

3. A mid-mounted steering system for a steering wheel according to claim 2, characterised in that, The equal speed universal joint at the lower end of the steering column of the equal speed steering intermediate shaft is a fixed joint, and the equal speed universal joint at the input shaft of the angle steering gear of the equal speed steering intermediate shaft is a movable joint.

4. The mid-mount steering system of claim 2, wherein, The fixed joint is a UF joint.

5. The mid-mount steering system of claim 1, wherein, The angle between the axis of the input shaft of the angle steering gear and the axis of the output shaft is 90°.

6. The mid-mount steering system of claim 1, wherein, The steering column is an electric resistance steering column.

7. The mid-mount steering system of claim 1, wherein, The output shaft of the angle steering gear is connected with the steering gear through a spline connector.

8. A mid-mounted steering system according to claim 7, characterised in that, The spline connector is integrally arranged on the output shaft of the angle steering gear, the spline connector is provided with a plug-in hole, the plug-in hole is provided with an inner spline, the steering shaft of the steering gear is provided with an outer spline matched with the inner spline, and the inner spline and the outer spline are matched and connected.

9. The mid-mount steering system of claim 7, wherein, The two ends of the spline connector are provided with a first plug-in hole and a second plug-in hole, the first plug-in hole is provided with a first inner spline, the output shaft of the angle steering gear is provided with a first outer spline matched with the first inner spline, and the first inner spline and the first outer spline are matched and connected. The second plug-in hole is provided with a second inner spline, the steering shaft of the steering gear is provided with a second outer spline matched with the second inner spline, and the second inner spline and the second outer spline are matched and connected.

10. A vehicle characterized by comprising: The system comprises the steering wheel arranged in the middle.

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