Power-assisted steering gear mechanism, steering system and vehicle

Abstract

The embodiment of the utility model provides a power-assisted steering gear mechanism, a steering system and a vehicle, and relates to the technical field of automobile accessories. The power-assisted steering gear mechanism comprises a shell, a steering shaft, a limiting sleeve and a power-assisted assembly. The shell is provided with a mounting cavity. The steering shaft is arranged in the mounting cavity in a penetrating manner, can move relative to the mounting cavity in the axial direction and is provided with a connecting part; the limiting sleeve is used for sleeving the outer side of the connecting part, and the outer side wall of the limiting sleeve abuts against the shell; the power assisting assembly is arranged on the shell, and the output end of the power assisting assembly is connected with the connecting part so as to drive the steering shaft to move through the connecting part. The limiting sleeve is arranged on the outer side of the connecting part of the steering shaft in a sleeving mode and abuts against the shell, so that radial displacement of the steering shaft is limited, and the steering shaft only moves in the axial direction. Friction between the steering shaft and the inner wall of the shell due to shaking or radial displacement is effectively avoided, so that steering noise is reduced.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and in particular to a power steering mechanism, steering system and vehicle. Background Technology

[0002] As users' demand for cars continues to increase, and as cars become more electric and intelligent, the quality of cars is becoming higher and higher, the overall user experience is constantly improving, and the requirements for quietness during vehicle steering are also getting higher and higher.

[0003] In related technologies, existing steering systems typically include a power steering mechanism, which comprises a steering shaft, inner tie rods located at both ends of the steering shaft, and a housing fitted over the outside of the steering shaft. During axial movement, the steering shaft drives the inner tie rods to move, thereby steering the vehicle tires through the inner tie rods.

[0004] However, when the inner tie rod is far from the housing, when the vehicle is turning at a large angle, the force of the inner tie rod acting on the steering shaft will generate a large component force, causing friction between the steering shaft and the housing, which in turn generates steering noise and affects the user experience. Utility Model Content

[0005] One objective of this application is to provide a power steering mechanism to solve the problem in the prior art where friction occurs between the steering shaft and the housing, resulting in steering noise and affecting the user experience. A second objective is to provide a steering system; a third objective is to provide a vehicle.

[0006] To achieve the above objectives, this application provides a power steering mechanism, steering system, and vehicle, employing the following technical solution:

[0007] In a first aspect, this application provides a power steering mechanism, including a housing, the housing being provided with a mounting cavity;

[0008] A steering shaft passes through the mounting cavity and is movable axially relative to the mounting cavity; the steering shaft is provided with a connecting portion.

[0009] A limiting sleeve is used to be sleeved on the outside of the connecting part, and the outer wall of the limiting sleeve abuts against the housing.

[0010] A power steering component is disposed in the housing, and the output end of the power steering component is connected to the connecting part to drive the steering shaft to move through the connecting part.

[0011] According to the above technical means, by setting a limiting sleeve on the outside of the connecting part of the steering shaft and abutting against the housing, the radial displacement of the steering shaft is restricted, so that it can only move along the axial direction, effectively avoiding the steering shaft from rubbing against the inner wall of the housing due to shaking or radial displacement, thereby reducing steering noise.

[0012] Furthermore, in the power steering mechanism provided in this application, the housing is provided with a mounting groove, and the mounting groove communicates with the mounting cavity;

[0013] The limiting sleeve is disposed in the mounting groove, and at least a portion of the inner surface of the limiting sleeve protrudes radially from the inner wall of the mounting cavity.

[0014] According to the above-mentioned technical means, the limiting sleeve is set in the mounting groove on the housing, and its inner surface protrudes relative to the inner wall of the mounting cavity. This makes the connection between the limiting sleeve and the steering shaft more tightly fitted, further limiting the radial wobble of the steering shaft.

[0015] Furthermore, in the power steering mechanism provided in this application, the limiting sleeve is provided with an adjustment notch, which extends through the limiting sleeve along its axial direction.

[0016] According to the above technical means, the adjustment notch penetrates along the axial direction of the limiting sleeve, so that it has a certain elastic deformation space in the radial direction, providing radial adjustment margin for the installation of the limiting sleeve, which can absorb manufacturing tolerances or assembly errors.

[0017] Furthermore, in the power steering mechanism provided in this application, inner tie rods are provided at both ends of the steering shaft, and the inner tie rods are located on the outside of the housing;

[0018] The housing is provided with a flexible limiting member, which is used to abut against the inner pull rod.

[0019] Based on the above technical means, a flexible limiting component is set on the shell, and the kinetic energy of the inner tie rod is absorbed by the compression deformation of the flexible material, which significantly reduces the impact noise generated by the collision between the inner tie rod and the shell.

[0020] Furthermore, in the power steering mechanism provided in this application, the housing is provided with a receiving cavity, and the receiving cavity communicates with the mounting cavity;

[0021] The receiving cavity has an opening away from the mounting cavity, and the receiving cavity accommodates the flexible limiting member;

[0022] When the steering shaft moves axially, the inner tie rod can move through the opening into the receiving cavity and abut against the flexible limiting member.

[0023] Based on the aforementioned technical means, the receiving cavity provides directional movement space for the inner tie rod, and the opening design allows the inner tie rod to smoothly enter the cavity during axial movement, while restricting its radial displacement. This reduces radial wobble caused by the reaction force component of the inner tie rod, ensures the coaxiality of the steering shaft and the housing, and improves the stability and precision of the steering feel.

[0024] Furthermore, in the power steering mechanism provided in this application, the flexible limiting member is closer to the outer side of the housing relative to the limiting sleeve in the axial direction of the steering shaft.

[0025] According to the above technical means, the flexible limiting component is located outside the limiting sleeve and directly faces the direction of movement of the inner tie rod. When the steering shaft moves axially, it ensures that the inner tie rod first abuts against the flexible limiting component.

[0026] Furthermore, in the power steering mechanism provided in this application, the flexible limiting member is configured as a flexible limiting ring, and the flexible limiting ring is sleeved on the outside of the connecting portion;

[0027] The flexible limiting ring has at least one mounting protrusion on its outer side, and the flexible limiting ring can be mounted to the housing through the mounting protrusion.

[0028] Based on the above technical means, the flexible limiting ring is directly installed on the housing through the installation protrusion, which avoids displacement or detachment due to vibration or long-term use.

[0029] Furthermore, in the power steering mechanism provided in this application, the flexible limiting member includes a fixing part and a buffer part, wherein the fixing part is disposed in the housing;

[0030] In the axial direction of the steering shaft, the buffer portion is disposed on the surface of the fixing portion facing the outside of the housing, and the buffer portion is used to abut against the inner tie rod.

[0031] According to the above technical means, the fixing part of the flexible limiting component is directly installed on the housing to form a rigid connection, ensuring that the flexible limiting component will not shift or fall off during the turning process, thereby enhancing the reliability of the system.

[0032] Secondly, this application provides a steering system, including a steering wheel assembly and the aforementioned power steering mechanism; the steering wheel assembly is drive-connected to the power steering mechanism.

[0033] Thirdly, this application provides a vehicle, including a vehicle body and the aforementioned steering system, wherein the steering system is disposed on the vehicle body.

[0034] The beneficial effects of this application are:

[0035] (1) In this application, a limiting sleeve is provided on the outside of the connecting part of the steering shaft and abuts against the housing, thereby limiting the radial displacement of the steering shaft and making it move only along the axial direction. This effectively avoids the steering shaft from rubbing against the inner wall of the housing due to shaking or radial displacement, thereby reducing steering noise;

[0036] (2) In this application, the limiting sleeve and the flexible limiting component are set separately. The flexible limiting component can absorb the kinetic energy when the inner tie rod is impacted, and the limiting sleeve can provide limiting support for the connection part. The limiting sleeve and the flexible limiting component work together to effectively improve the stability of the steering shaft and reduce collision noise.

[0037] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the technical solutions provided by this application, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0038] The specific embodiments of this application are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only for illustration and explanation of this application, and this application is not limited to the specific embodiments described below.

[0039] Figure 1 A structural schematic diagram of the power steering mechanism provided in this application;

[0040] Figure 2 A partial internal structural diagram of the limiting sleeve and flexible limiting component provided in this application when assembled on the housing;

[0041] Figure 3 A schematic diagram of the structure of the limiting sleeve provided in this application;

[0042] Figure 4 A schematic diagram of the structure of the flexible limiting component provided in this application;

[0043] Figure 5 This is a schematic diagram of the structure of a flexible limiting member provided in another embodiment of this application;

[0044] Figure 6 A partial internal structural diagram of the power steering mechanism provided in this application.

[0045] Explanation of reference numerals in the attached figures:

[0046] 10. Steering wheel assembly; 11. Torque sensor; 100. Housing; 101. Mounting cavity; 102. Mounting groove; 103. Receiving cavity; 200. Steering shaft; 210. Connecting part; 300. Limiting sleeve; 301. Adjustment notch; 400. Power steering assembly; 410. Drive component; 420. Transmission assembly; 421. Drive wheel; 422. Driven wheel; 423. Synchronous belt; 500. Inner tie rod; 600. Flexible limiting component; 601. Mounting protrusion; 610. Fixing part; 620. Buffer part.

[0047] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0049] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0050] In the description of the embodiments of this application, it should be understood that the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0051] In the description of the embodiments of this application, "a plurality of" means two or more, unless otherwise specified precisely.

[0052] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0053] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0054] As users' demand for cars continues to increase, and as the electrification and intelligence of cars become more widespread, the quality of cars is becoming increasingly higher, and the overall user experience is constantly improving. In the design process of a vehicle, not only must the requirements of platform integration such as pure electric design and hybrid design be considered, but also the requirements of surrounding steering system components for clearance. At the same time, the requirements for quietness during vehicle steering are also becoming increasingly stringent.

[0055] In related technologies, existing steering systems typically include a power steering mechanism, which comprises a steering shaft, inner tie rods located at both ends of the steering shaft, and a housing fitted over the outside of the steering shaft. During axial movement, the steering shaft drives the inner tie rods to move, thereby steering the vehicle tires through the inner tie rods.

[0056] For ordinary technicians in this field, the power steering mechanism can recognize the signal that the user operates the steering wheel to control the vehicle's steering, and drive the steering shaft to move through this signal, thereby achieving vehicle steering. The power steering mechanism can, to a certain extent, allow the user to operate the steering wheel without using a large amount of force.

[0057] However, when the inner tie rod is far from the housing, when the vehicle is turning at a large angle, the force of the inner tie rod acting on the steering shaft will generate a large component force, causing friction between the steering shaft and the housing, which in turn generates steering noise and affects the user experience.

[0058] Based on the aforementioned technical problems, this application provides a power steering mechanism, a steering system, and a vehicle. In this technical solution, the power steering mechanism includes a housing, a steering shaft, a limiting sleeve, and a power steering assembly. The housing has a mounting cavity; the steering shaft passes through the mounting cavity and can move axially relative to the mounting cavity, and the steering shaft has a connecting portion; the limiting sleeve is fitted onto the outside of the connecting portion, and the outer wall of the limiting sleeve abuts against the housing; the power steering assembly is disposed in the housing, and the output end of the power steering assembly is connected to the connecting portion to drive the steering shaft to move through the connecting portion. In the original steering system, the steering shaft is prone to radial deformation during large-angle turns, leading to contact friction with the housing and generating noise. In this application, by setting a limiting sleeve fitted onto the outside of the connecting portion of the steering shaft and abutting against the housing, the radial displacement of the steering shaft is restricted, causing it to move only axially. This effectively avoids the steering shaft rubbing against the inner wall of the housing due to shaking or radial displacement, thereby reducing steering noise.

[0059] It should be noted that, Figures 1 to 6 The diagram illustrates a simplified representation of the power steering mechanism, steering system, and various components within the vehicle. The specific structures of the power steering mechanism, steering system, and other components in the vehicle are not limited to these details. Figures 1 to 6 of examples.

[0060] The present application will now be described in detail with reference to the accompanying drawings and specific embodiments:

[0061] Reference Figures 1 to 6 As shown in the figure, an embodiment of this application provides a power steering mechanism including a housing 100, a steering shaft 200, a limiting sleeve 300, and a power steering component 400. The housing 100 is provided with a mounting cavity 101; the steering shaft 200 passes through the mounting cavity 101 and can move axially relative to the mounting cavity 101, and the steering shaft 200 is provided with a connecting portion 210; the limiting sleeve 300 is used to sleeve on the outside of the connecting portion 210, and the outer wall of the limiting sleeve 300 abuts against the housing 100; the power steering component 400 is disposed in the housing 100, and the output end of the power steering component 400 is connected to the connecting portion 210 to drive the steering shaft 200 to move through the connecting portion 210.

[0062] It can be understood here that the power steering component 400 includes a drive component 410 and a transmission component 420. The transmission component 420 is connected to the connecting part 210 in a transmission manner. The drive component 410 can output power to the connecting part 210 through the transmission component 420 to drive the steering shaft 200 to move axially.

[0063] In the original steering system, the steering shaft 200 is prone to radial deformation during large-angle turns, leading to contact friction with the housing 100 and generating noise. In this application, a limiting sleeve 300 is fitted onto the outside of the connecting portion 210 of the steering shaft 200 and abuts against the housing 100, restricting the radial displacement of the steering shaft 200 and ensuring it moves only axially. This effectively prevents the steering shaft 200 from rubbing against the inner wall of the housing 100 due to wobbling or radial displacement, thereby reducing steering noise.

[0064] In the above embodiments, or as understood, when the inner tie rod 500 is far from the housing 100, the reaction force component generated by large-angle turning will cause friction between the steering shaft 200 and the housing 100. The limiting sleeve 300 in this application abuts against the housing 100 through its outer wall and is sleeved on the connecting portion 210, providing radial support to the connecting portion 210 and balancing the reaction force component of the inner tie rod 500. The axial movement of the steering shaft 200 is constrained by the limiting sleeve 300, reducing friction caused by torque offset and improving steering stability.

[0065] In one possible implementation, refer to Figure 6 As shown, the transmission assembly 420 includes a driving wheel 421, a driven wheel 422, and a timing belt 423. The driving wheel 421 is mounted on the output shaft of the drive member 410, and the driven wheel 422 is sleeved on the outside of the connecting part 210. The driving wheel 421 drives the driven wheel 422 to rotate through the timing belt 423. The driven wheel 422 is provided with balls. The connecting part 210 is a lead screw, and the balls mesh with the lead screw. The driven wheel 422 drives the lead screw to move axially through the meshing of the balls with the lead screw.

[0066] Of course, the transmission component 420 may also include a gear, which is mounted on the output shaft of the drive member 410. The connecting part 210 is a rack, and the gear meshes with the rack. The drive member 410 drives the rack to move through the gear, thereby driving the axial movement of the steering shaft 200.

[0067] In one possible implementation, the housing 100 is provided with a mounting groove 102, which communicates with the mounting cavity 101.

[0068] The limiting sleeve 300 is disposed in the mounting groove 102, and at least a portion of the inner surface of the limiting sleeve 300 protrudes radially from the inner wall of the mounting cavity 101.

[0069] In the above embodiment, the limiting sleeve 300 is disposed in the mounting groove 102 on the housing 100, and its inner surface protrudes radially from the inner wall of the mounting cavity 101. This allows the limiting sleeve 300 to form a tighter fit with the connection portion 210 of the steering shaft 200, further limiting the radial wobble of the steering shaft 200. Because the inner surface of the limiting sleeve 300 protrudes relative to the inner wall of the mounting cavity 101, the steering shaft 200 is more precisely constrained during axial movement, providing stable support for the connection portion 210 and preventing friction between the steering shaft 200 and the housing 100 caused by the reaction force component generated during large-angle turns, significantly reducing steering noise. The inner surface of the limiting sleeve 300 protrudes from the inner wall of the mounting cavity 101, allowing it to preferentially contact and bear the radial force when the steering shaft 200 moves, rather than having the housing 100 directly bear it, thus dispersing the local stress of the connection portion 210.

[0070] In addition, refer to Figure 2 As shown, the mounting groove 102 communicates with the mounting cavity 101, providing an independent positioning space for the limiting sleeve 300. The limiting sleeve 300 is fixed to the housing 100 through the mounting groove 102, avoiding direct interference with the inner wall of the mounting cavity 101, thus improving the convenience of assembly and the stability of the structure. The mounting cavity 101 provides installation space for the limiting sleeve 300, restricting the movement and shaking of the limiting sleeve 300, and improving the installation stability of the limiting sleeve 300.

[0071] In one possible implementation, refer to Figure 3 As shown, the limiting sleeve 300 is provided with an adjustment notch 301. The adjustment notch 301 passes through the limiting sleeve 300 along the axial direction of the limiting sleeve 300, so that it has a certain elastic deformation space in the radial direction. When the steering shaft 200 is slightly offset due to the reaction force of the inner tie rod 500, the limiting sleeve 300 can be adjusted by the deformation of the notch to avoid stress concentration caused by rigid constraints, allowing the steering shaft 200 to float within a reasonable range and improving steering smoothness.

[0072] Furthermore, the adjustment notch 301 provides radial adjustment allowance for the installation of the limiting sleeve 300, which can absorb manufacturing tolerances or assembly errors. For example, when the limiting sleeve 300 is installed into the mounting groove 102 of the housing 100, the adjustment notch 301 can alleviate the stress of the interference fit, making the limiting sleeve 300 easier to position, reducing the requirements for the machining accuracy of parts, and improving assembly efficiency.

[0073] In practice, the axial direction of the limiting sleeve 300 is the first direction, the radial direction of the limiting sleeve 300 is the second direction, the length direction of the adjusting notch 301 can be parallel to the first direction, the extension direction of the adjusting notch 301 can be parallel to the first direction, and the extension direction of the adjusting notch 301 can also have an angle with the first direction, which can further reduce stress concentration, improve the durability of the limiting sleeve 300, and reduce maintenance costs.

[0074] In one possible implementation, inner tie rods 500 are provided at both ends of the steering shaft 200, and the inner tie rods 500 are located on the outer side of the housing 100. Within the scope of this technical field, one end of the inner tie rod 500 is connected to the end of the steering shaft 200. The inner tie rod 500 can be threaded to the steering shaft 200 or welded to it. This application does not limit the connection method between the inner tie rod 500 and the steering shaft 200. The other end of the inner tie rod 500 is connected to the tire assembly to drive the vehicle's steering.

[0075] A flexible limiting member 600 is provided on the housing 100, which is used to abut against the inner tie rod 500.

[0076] In related technologies, during axial movement of the steering shaft 200, the inner tie rod 500 drives the tire assembly to rotate. When the steering angle is too large, it means that the steering shaft 200 needs a large axial displacement, which will cause the inner tie rod 500 to move. In related technologies, to prevent the inner tie rod 500 from moving too far, its diameter is usually larger than that of the steering shaft 200, and its excessive displacement is limited by contact with the housing 100. At this time, the inner tie rod 500 will inevitably collide with the housing 100, thereby generating impact noise and reducing user experience. In the above embodiment, a flexible limiting member 600 is provided on the housing 100. The kinetic energy of the inner tie rod 500 is absorbed by the compression deformation of the flexible material, avoiding direct rigid contact with the housing 100. This significantly reduces the impact noise generated by the collision between the inner tie rod 500 and the housing 100, improving the quietness of the steering process.

[0077] In practice, the flexible limiting component 600 can be made of elastic materials such as rubber or silicone, or it can be made of plastic, which reduces costs and impact noise. It also limits the movement of the inner tie rod 500, preventing it from moving too far.

[0078] In one possible implementation, the housing 100 is provided with a receiving cavity 103, which communicates with the mounting cavity 101.

[0079] The receiving cavity 103 has an opening away from the mounting cavity 101, and the receiving cavity 103 accommodates the flexible limiting member 600.

[0080] When the steering shaft 200 moves axially, the inner tie rod 500 can move through the opening into the receiving cavity 103 and abut against the flexible limiting member 600. It is understood that the inner tie rod 500 can move toward the flexible limiting member 600 and move to the position where it abuts against the flexible limiting member 600.

[0081] In the above embodiments, reference is made to Figure 1 and Figure 2 As shown, the receiving cavity 103 communicates with the mounting cavity 101 and has an opening away from the mounting cavity 101. When the steering shaft 200 moves axially, the inner tie rod 500 enters the receiving cavity 103 through the opening and abuts against the flexible limiting member 600 in the mounting cavity 101. The receiving cavity 103 provides directional movement space for the inner tie rod 500, and the opening design allows the inner tie rod 500 to smoothly enter the receiving cavity 103 during axial movement while limiting its radial displacement.

[0082] Furthermore, the receiving cavity 103 provides additional space for the inner tie rod 500, especially during sharp turns or extreme cornering, accommodating significant displacement of the inner tie rod 500. This prevents the inner tie rod 500 from interfering with other components due to excessive offset, avoiding the risk of steering jamming or failure, and enhancing the reliability and safety of the entire vehicle's steering system.

[0083] Of course, the above explanation only applies to Figure 1 The inner tie rod 500 on the right side will be explained in detail. For specific implementation methods, please refer to... Figure 1 As shown, the aforementioned limiting sleeves 300 and flexible limiting members 600 are provided at both ends of the housing 100, which can prevent the two inner tie rods 500 from colliding with the housing 100 and generating noise. The limiting sleeves 300 provide multi-point support for the steering shaft 200, further improving the stability of the steering shaft 200 and reducing noise.

[0084] In one possible implementation, the flexible limiting member 600 is closer to the outside of the housing 100 relative to the limiting sleeve 300 in the axial direction of the steering shaft 200.

[0085] In the above embodiments, reference is made to Figure 2 As shown, in the first direction, the flexible limiting member 600 is closer to the outer side of the housing 100 than the limiting sleeve 300, ensuring that the inner tie rod 500 first abuts against the flexible limiting member 600. The flexible limiting member 600 acts as the first layer of defense, absorbing the energy of the inner tie rod 500, while the limiting sleeve 300 acts as the second layer of defense, providing rigid limiting support. The flexible limiting member 600 and the limiting sleeve 300 work together to form a tiered protection system.

[0086] In one possible implementation, the flexible limiting member 600 is configured as a flexible limiting ring, which is sleeved on the outside of the connecting portion 210.

[0087] The flexible limiting ring has at least one mounting protrusion 601 on its outer side, and the flexible limiting ring can be mounted on the housing 100 through the mounting protrusion 601.

[0088] In the above embodiments, the flexible limiting member 600 is configured as a ring structure, which facilitates the installation of the flexible limiting member 600 and improves the installation stability of the flexible limiting member 600. The flexible limiting ring is directly installed on the housing 100 through the mounting protrusion 601, avoiding displacement or detachment due to vibration or long-term use. Specifically, the flexible limiting ring is continuously sleeved on the outside of the connecting part 210, forming all-round protection in the circumference of the connecting part 210. Since the flexible limiting ring has a certain elasticity, the mounting protrusion 601 on the flexible limiting ring can be made of the same material as the flexible limiting ring, and the flexible limiting ring and the mounting protrusion 601 are integrally formed. When the flexible limiting ring is installed into the receiving cavity 103, the mounting protrusion 601 forms an interference fit with the receiving cavity 103, improving the installation stability of the flexible limiting ring. In a specific implementation, the flexible limiting ring and the mounting protrusion 601 can be thermoplastic elastomers, which have good fatigue resistance and are easy to injection mold.

[0089] In practice, the number of mounting protrusions 601 can be three. The three mounting protrusions 601 are evenly arranged on the outer periphery of the flexible limiting ring, providing multi-point and evenly stressed support for the installation of the flexible limiting ring.

[0090] In one possible implementation, refer to Figure 5 As shown, the flexible limiting member 600 includes a fixing part 610 and a buffer part 620, with the fixing part 610 fixedly disposed on the housing 100.

[0091] In the axial direction of the steering shaft 200, a buffer portion 620 is disposed on the surface of the fixing portion 610 facing the outer side of the housing 100, and the buffer portion 620 is used to abut against the inner tie rod 500. Alternatively, in the first direction, the housing 100, the fixing portion 610, and the buffer portion 620 are connected sequentially, with the buffer portion 620 disposed on the surface of the fixing portion 610 facing the outer side of the housing 100. Specifically, the fixing portion 610 can be fixed to the side wall of the receiving cavity 103 by bolts or welding, and the buffer portion 620 can be disposed on the surface of the fixing portion 610 facing the outer side of the housing 100 by adhesive bonding. The fixing portion 610 of the flexible limiting member 600 is directly installed on the housing 100, forming a rigid connection, ensuring that the flexible limiting member 600 will not shift or fall off due to reaction force during steering, thus enhancing system reliability. The fixing part 610 and the buffer part 620 can be made of high-strength material and high-elasticity material respectively. The fixing part 610 provides stable support and avoids overall failure due to deformation of the buffer part; the buffer part 620 focuses on absorbing impact, extending the life of components and reducing maintenance costs.

[0092] In one possible implementation, this application provides a steering system including a steering wheel assembly 10 and the aforementioned power steering mechanism; the steering wheel assembly 10 is drive-connected to the power steering mechanism.

[0093] Here, the steering wheel assembly 10 includes a steering wheel, a steering column, a torque sensor 11, and a steering gear connected in sequence, the steering gear meshing with teeth on the steering shaft 200. The torque sensor 11 is electrically connected to the power steering assembly 400 to control the drive element 410 in the power steering assembly 400 to generate driving force. This application does not limit the specific structure of the steering wheel, steering column, torque sensor 11, and steering gear.

[0094] In one possible implementation, this application also provides a vehicle, including a vehicle body and the aforementioned steering system, the steering system being disposed on the vehicle body.

[0095] Vehicles equipped with the aforementioned steering system can significantly reduce steering noise and improve the user experience.

[0096] The implementation principle of a power steering mechanism, steering system, and vehicle according to an embodiment of this application is as follows: The power steering mechanism includes a housing 100, a steering shaft 200, a limiting sleeve 300, and a power steering assembly 400. The housing 100 is provided with a mounting cavity 101; the steering shaft 200 passes through the mounting cavity 101 and can move axially relative to the mounting cavity 101, and the steering shaft 200 is provided with a connecting portion 210; the limiting sleeve 300 is used to fit on the outside of the connecting portion 210, and the outer wall of the limiting sleeve 300 abuts against the housing 100; the power steering assembly 400 is disposed in the housing 100, and the output end of the power steering assembly 400 is connected to the connecting portion 210 to drive the steering shaft 200 to move through the connecting portion 210. In the original steering system, the steering shaft 200 is prone to radial deformation when turning at large angles, resulting in contact friction with the housing 100 and generating noise. In this application, a limiting sleeve 300 is fitted onto the outside of the connecting portion 210 of the steering shaft 200 and abuts against the housing 100, thereby restricting the radial displacement of the steering shaft 200 and ensuring that it moves only axially. This effectively prevents the steering shaft 200 from rubbing against the inner wall of the housing 100 due to shaking or radial displacement, thus reducing steering noise.

[0097] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein.

[0098] The embodiments in this application are intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed in this application. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this application are indicated by the claims.

[0099] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A power steering gear mechanism characterized by comprising: include: The housing (100) is provided with a mounting cavity (101). Steering shaft (200) passes through the mounting cavity (101) and can move axially relative to the mounting cavity (101). The steering shaft (200) is provided with a connecting part (210). A limiting sleeve (300) is used to be sleeved on the outside of the connecting part (210), and the outer wall of the limiting sleeve (300) abuts against the housing (100). A power steering component (400) is disposed in the housing (100), and the output end of the power steering component (400) is connected to the connecting part (210) to drive the steering shaft (200) to move through the connecting part (210).

2. A power assisted steering gear mechanism according to claim 1, characterised in that The housing (100) is provided with a mounting groove (102), which communicates with the mounting cavity (101); The limiting sleeve (300) is disposed in the mounting groove (102), and at least a portion of the inner surface of the limiting sleeve (300) protrudes radially from the inner wall of the mounting cavity (101).

3. A power assisted steering gear mechanism according to claim 2, characterised in that, The limiting sleeve (300) is provided with an adjustment notch (301), which extends through the limiting sleeve (300) along the axial direction.

4. A power assisted steering gear mechanism according to any one of claims 1 to 3, characterised in that, The steering shaft (200) is provided with inner tie rods (500) at both ends, and the inner tie rods (500) are provided on the outside of the housing (100); A flexible limiting member (600) is provided on the housing (100), and the flexible limiting member (600) is used to abut against the inner pull rod (500).

5. A power assisted steering gear mechanism according to claim 4, characterised in that, The housing (100) is provided with a receiving cavity (103), which is in communication with the mounting cavity (101); The receiving cavity (103) has an opening away from the mounting cavity (101), and the receiving cavity (103) accommodates the flexible limiting member (600). When the steering shaft (200) moves axially, the inner tie rod (500) can move through the opening into the receiving cavity (103) and abut against the flexible limiting member (600).

6. A power assisted steering gear mechanism according to claim 4, characterised in that In the axial direction of the steering shaft (200), the flexible limiting member (600) is closer to the outside of the housing (100) than the limiting sleeve (300).

7. A power assisted steering gear mechanism according to claim 4, characterised in that The flexible limiting member (600) is configured as a flexible limiting ring, which is sleeved on the outside of the connecting part (210); The flexible limiting ring has at least one mounting protrusion (601) on its outer side, and the flexible limiting ring can be mounted on the housing (100) through the mounting protrusion (601).

8. A power assisted steering gear mechanism according to claim 4, characterised in that The flexible limiting member (600) includes a fixing part (610) and a buffer part (620), wherein the fixing part (610) is disposed on the housing (100). In the axial direction of the steering shaft (200), the buffer portion (620) is disposed on the surface of the fixing portion (610) facing the outside of the housing (100), and the buffer portion (620) is used to abut against the inner tie rod (500).

9. A steering system characterized by, The power steering gear mechanism as claimed in any one of claims 1 to 8, wherein the power steering gear mechanism is connected to a steering wheel assembly (10).

10. A vehicle characterized by comprising: The power steering gear mechanism as claimed in any one of claims 1 to 8, wherein the power steering gear mechanism is connected to a steering wheel assembly (10).

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