Steering limit mechanism and steering limit buffer

Abstract

This utility model discloses a steering limiting mechanism and a steering limiting buffer, including a buffer body and a connecting member connected to the buffer body. The buffer body has a groove on one side connected to the connecting member for engaging with a first gear. The connecting member has a hook for engaging with the end face of the first gear. One side of the buffer body has a first end for abutting against a connecting post, and the other side has a second end for abutting against an upper limit member on the input shaft. The buffer body is made of flexible material. The second gear is coaxially connected to the input shaft, and the first gear meshes with the second gear. When the input shaft rotates, the second gear drives the first gear to rotate until the upper limit member on the input shaft abuts against the buffer body, limiting the rotation of the second gear, and thus limiting the rotation of the steering wheel connected to the input shaft. The buffer body is made of flexible material, which absorbs impact energy and reduces collision noise.

Description

Technical Field

[0001] This utility model relates to the field of steering gear technology, specifically to a steering limit mechanism and a steering limit buffer. Background Technology

[0002] In vehicle steering systems, the mechanical limiting of steering wheel rotation angle is a crucial function for ensuring driving safety. Traditional steering limiting mechanisms typically use rigid limiting blocks to control angle, such as a rigid stop fixed to the input shaft that abuts against the gear housing to limit the maximum steering wheel rotation angle. However, the collision between the rigid stop and moving parts (such as the gear end face or housing boss) generates high-frequency impact noise. This sound energy is mainly concentrated in the frequency range sensitive to the human ear, especially during high-speed steering or emergency return-to-center operations. The metallic impact sound is transmitted to the cabin through the steering column, forming a sharp "clanging" noise. Long-term exposure will accelerate driver auditory fatigue. Furthermore, rigid materials cannot effectively absorb impact energy, and repeated collisions can easily lead to deformation or even breakage of the limiting structure, reducing the system's lifespan. Utility Model Content

[0003] To address the aforementioned technical problems, this utility model proposes a steering limit mechanism and a steering limit buffer, wherein the buffer body is made of flexible material, which absorbs impact energy and reduces collision noise.

[0004] The technical solution adopted by this utility model is as follows: a steering limit buffer, including a buffer body and a connector connected to the buffer body. The side of the buffer body connected to the connector is provided with a groove for cooperating with a first gear. The connector is provided with a hook for locking onto the end face of the first gear. One side of the buffer body is provided with a first end for abutting against a connecting column. The other side of the buffer body is provided with a second end for abutting against an upper limit member of the input shaft. The buffer body is made of flexible material.

[0005] Optionally, the thickness of the first end is less than the thickness of the second end.

[0006] Optionally, the second end is provided with an inwardly recessed buffer groove.

[0007] Optionally, the number of connectors is two, with one end of each connector having a hook, and the other end of each connector being connected to another connector and then to the buffer body.

[0008] This utility model also discloses a steering limiting mechanism, including a first gear, a second gear, an input shaft, and the steering limiting buffer mentioned above. The second gear is coaxially and fixedly connected to the input shaft. The first gear has a first tooth along the circumferential direction, and the second gear has a second tooth along the circumferential direction that meshes with the first tooth. The end face of the first gear is provided with a mounting block for the steering limiting buffer. The input shaft is fixedly mounted with the limiting component, and the limiting component moves against the buffer body.

[0009] Optionally, the mounting block is provided with a protrusion that mates with the groove, the mounting block is provided with a through hole for the connector to pass through, and the side of the first gear facing away from the mounting block is provided with a slot that mates with the hook.

[0010] Optionally, one end of the limiting member is provided with a first mounting hole that is press-fitted with the outer circumference of the input shaft, the other end of the limiting member is provided with a mounting post that is press-fitted with the inner circumferential wall of the second gear, and the outer circumferential wall of the limiting member is provided with a lug that movably abuts against the second end.

[0011] Optionally, it also includes a reduction gear housing, the reduction gear housing having a protrusion, the mounting block having a connecting post, and the connecting post having a second mounting hole that rotatably engages with the protrusion.

[0012] Optionally, the first end is an arc-shaped structure that abuts against the outer peripheral wall of the connecting column.

[0013] The beneficial effects of this utility model are as follows: the second gear is coaxially connected to the input shaft, and the first gear meshes with the second gear. When the input shaft rotates, the second gear drives the first gear to rotate until the limiting member on the input shaft abuts against the buffer body, restricting the rotation of the second gear, and thus restricting the rotation of the steering wheel connected to the input shaft. The buffer body is made of flexible material, which absorbs impact energy and reduces collision noise. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the steering limit buffer component proposed in an embodiment of the present invention;

[0015] Figure 2 This is a schematic diagram of the mounting block of the steering limiting mechanism proposed in an embodiment of the present utility model;

[0016] Figure 3 This is a schematic diagram showing the abutment between the limiting buffer and the limiting member in the steering limiting mechanism proposed in this embodiment of the utility model;

[0017] Figure 4 This is a schematic diagram of the deceleration housing of the steering limiting mechanism proposed in an embodiment of the present utility model;

[0018] Figure 5 for Figure 4 A magnified view of A in the middle.

[0019] The labels in the attached figures are as follows: 1. Buffer body; 11. First end; 12. Second end; 13. Groove; 14. Buffer groove; 2. Connector; 21. Hook; 3. First gear; 31. Mounting block; 311. Protrusion; 312. Through hole; 313. Connecting post; 314. Second mounting hole; 32. Slot; 33. First gear tooth; 4. Second gear; 41. Second gear tooth; 5. Input shaft; 6. Limiting component; 61. Lug; 7. Reduction housing; 71. Protrusion. Detailed Implementation

[0020] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0021] like Figures 1 to 5 As shown, this embodiment discloses a steering limit buffer, including a buffer body 1 and a connector 2 connected to the buffer body 1. The side of the buffer body 1 connected to the connector 2 has a groove 13 for engaging with a first gear 3. The connector 2 has a hook 21 for engaging with the end face of the first gear 3. One side of the buffer body 1 has a first end 11 for abutting against a connecting post 313, and the other side of the buffer body 1 has a second end 12 for abutting against an upper limit member 6 on the input shaft 5. The buffer body 1 is made of flexible material. The second gear 4 is coaxially connected to the input shaft 5, and the first gear 3 meshes with the second gear 4. When the input shaft 5 rotates, the second gear 4 drives the first gear 3 to rotate until the upper limit member 6 on the input shaft 5 abuts against the buffer body 1, limiting the rotation of the second gear 4, and thus limiting the rotation of the steering wheel connected to the input shaft 5. The buffer body 1 is made of flexible material, which absorbs impact energy and reduces collision noise. The buffer body 1 and the connector 2 can be integrally injection molded. The first end 11 is an arc-shaped structure that abuts against the outer peripheral wall of the connecting post 313.

[0022] like Figure 1 As shown, the thickness of the first end 11 is less than the thickness of the second end 12. This increases the contact area between the second gear 4 and the buffer body 1.

[0023] like Figure 1 As shown, the second end 12 is provided with an inwardly recessed buffer groove 14. When the second gear 4 abuts against the second end 12, the second end 12 further absorbs the impact energy through the deformation space of the buffer groove 14, thereby enhancing the noise reduction capability.

[0024] like Figure 1 As shown, there are two connectors 2. One end of each connector 2 is equipped with a hook 21, and the other end of each connector 2 is connected to another connector 2 and then to the buffer body 1. The two connectors 2 enhance the structural strength and prevent loosening of the installation due to single-point failure.

[0025] like Figure 2-5As shown, this embodiment also discloses a steering limiting mechanism, including a first gear 3, a second gear 4, an input shaft 5, and the steering limiting buffer described above. The second gear 4 is coaxially and fixedly connected to the input shaft 5. The first gear 3 has a first tooth 33 along its circumference, and the second gear 4 has a second tooth 41 along its circumference that meshes with the first tooth 33. The end face of the first gear 3 is provided with a mounting block 31 for the steering limiting buffer. The input shaft 5 is fixedly mounted with a limiting member 6, which movably abuts against the buffer body 1. The first gear 3 and the mounting block 31 can be integrally cast.

[0026] like Figure 2 As shown, the mounting block 31 has a protrusion 311 that mates with the groove 13, and a through hole 312 for the connector 2 to pass through. The side of the first gear 3 facing away from the mounting block 31 has a slot 32 that mates with the hook 21. The number of protrusions 311 corresponds one-to-one with the number of slots 32. In this embodiment, there are two protrusions 311, and the through hole 312 is located between the two protrusions 311.

[0027] In this embodiment, one end of the limiting member 6 is provided with a first mounting hole that is press-fitted to the outer circumference of the input shaft 5, and the other end of the limiting member 6 is provided with a mounting post that is press-fitted to the inner circumferential wall of the second gear 4. The outer circumferential wall of the limiting member 6 is provided with a lug 61 that movably abuts against the second end 12. The limiting member 6 can also be connected to the input shaft 5 and the second gear 4 respectively via splines. The number of lugs 61 can be set to one or two as required.

[0028] like Figure 5 As shown, it also includes a reduction gear housing 7, which has a protrusion 71. The mounting block 31 has a connecting post 313, and the connecting post 313 has a second mounting hole 314 that rotatably engages with the protrusion 71. The inner peripheral wall of the second mounting hole 314 may be coated with grease, or a bearing may be installed in the second mounting hole 314 to rotatably connect the protrusion 71 and the second mounting block 31.

[0029] It is understood that the specific embodiments described above are merely for explaining the relevant utility model and not for limiting the utility model. It should also be noted that, for ease of description, only the parts related to the utility model are shown in the accompanying drawings. Multiple technical solutions in the same embodiment, as well as multiple technical solutions in different embodiments, can be arranged and combined to form new technical solutions that do not contradict or conflict with each other. All equivalent structural transformations made based on the content of this utility model specification and drawings, directly or indirectly applied to other related technical fields, are similarly included within the protection scope of this utility model.

Claims

1. A steering limit buffer, characterized in that, The device includes a buffer body and a connector connected to the buffer body. The side of the buffer body connected to the connector has a groove for engaging with a first gear. The connector has a hook for engaging with the end face of the first gear. One side of the buffer body has a first end for abutting against a connecting post, and the other side of the buffer body has a second end for abutting against an upper limit member of the input shaft. The buffer body is made of flexible material.

2. The steering limiting buffer according to claim 1, characterized in that, The thickness of the first end is less than the thickness of the second end.

3. The steering limit buffer according to claim 1, characterized in that, The second end is provided with an inwardly recessed buffer groove.

4. The steering limit buffer according to claim 1, characterized in that, The number of connectors is two, one end of each connector is provided with a hook, and the other end of each connector is connected to another connector and connected to the buffer body.

5. A steering limit mechanism, characterized in that, The device includes a first gear, a second gear, an input shaft, and a steering limit buffer as described in any one of claims 1 to 4. The second gear is coaxially and fixedly connected to the input shaft. The first gear has a first tooth along its circumference, and the second gear has a second tooth along its circumference that meshes with the first tooth. The end face of the first gear is provided with a mounting block for the steering limit buffer. The input shaft is fixedly mounted with the limit buffer, and the limit buffer moves against the buffer body.

6. The steering limiting mechanism according to claim 5, characterized in that, The mounting block is provided with a protrusion that mates with the groove, and the mounting block is provided with a through hole for the connector to pass through. The side of the first gear facing away from the mounting block is provided with a slot that mates with the hook.

7. The steering limiting mechanism according to claim 5, characterized in that, One end of the limiting member is provided with a first mounting hole that is press-fitted to the outer circumference of the input shaft, and the other end of the limiting member is provided with a mounting post that is press-fitted to the inner circumferential wall of the second gear. The outer circumferential wall of the limiting member is provided with a lug that moves against the second end.

8. The steering limiting mechanism according to claim 5, characterized in that, It also includes a reduction gear housing, which has a protruding post, and the mounting block has a connecting post, with the connecting post having a second mounting hole that rotatably engages with the protruding post.

9. The steering limiting mechanism according to claim 8, characterized in that, The first end is an arc-shaped structure that abuts against the outer peripheral wall of the connecting column.

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