A steering mechanism, a steering system and a vehicle

Abstract

The utility model discloses a kind of steering mechanism, steering system and vehicle, the steering mechanism includes: shell, input shaft, steering screw rod, steering nut and output shaft, one end of the input shaft is inserted in the shell, and it is connected in transmission with the steering screw rod, the steering screw rod is rotatably connected with the shell, the steering nut is connected in transmission with the steering screw rod, one end of the output shaft is connected in transmission with the steering nut, the other end is projected in the shell, the pitch of the steering screw rod is 10-14mm.The utility model is accurately set to 10-14mm by the pitch of steering screw rod, realizes the improvement of "pitch increases-unit steering wheel rotation corresponding screw rod axial displacement increases" in transmission principle level, this improvement directly acts on steering operation process, can be substantially reduced to 4-6 rounds from 6-8 rounds of traditional mechanism, make steering operation more simple, portable.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically to a steering mechanism, steering system and vehicle. Background Technology

[0002] In the field of vehicle engineering, the vehicle steering system, as a core component determining driving handling, comfort, and safety, directly impacts the overall driving experience through its structural design and performance. Traditional vehicles employing mechanical steering mechanisms or early hydraulic power steering systems have significant limitations in the design of steering pitch parameters for steering transmission components (such as the steering screw and nut mating structure)—to balance the mechanical stability and steering accuracy of traditional steering systems, these mechanisms generally use relatively small steering pitch settings.

[0003] This design choice directly leads to significant defects in steering operation: when the driver needs to turn the vehicle (especially at low speeds, maneuvering in place, or making a U-turn in narrow sections), multiple turns of the steering wheel are required. In practice, 5-6 turns are typically needed to switch the vehicle from one side's maximum steering angle to the other. This multi-turn steering operation not only significantly increases the driver's workload, leading to frequent hand movements and increased operational burden, but more importantly, in situations requiring rapid adjustments to the steering angle (such as emergency avoidance or driving on consecutive curves), the multi-turn steering characteristic prolongs the steering response lag time, reducing the ease and flexibility of steering operation. This affects both driving comfort and poses a potential threat to driving safety.

[0004] As the automotive industry moves towards intelligence, lightweighting, and human-centered design, users' demands for convenient vehicle operation continue to rise. The cumbersome operation and unreliable steering inherent in traditional small-pitch steering mechanisms have become key bottlenecks restricting the performance upgrade of steering systems. While the industry has improved steering effort to some extent by optimizing power steering devices (such as upgrading to electric power steering systems), it has not fundamentally solved the problem of multiple steering turns caused by excessively small steering pitch. There is still significant room for improvement in the convenience and responsiveness of steering operations. Therefore, structural optimization of traditional steering mechanisms to overcome these technical shortcomings has become an urgent technical requirement in the field of vehicle steering systems. Utility Model Content

[0005] The purpose of this utility model is to overcome the defects of the prior art and provide a steering mechanism, steering system and vehicle.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: In a first aspect, this utility model provides a steering mechanism, comprising: a housing, an input shaft, a steering screw, a steering nut, and an output shaft. One end of the input shaft extends into the housing and is tractively connected to the steering screw. The steering screw is rotatably connected to the housing. The steering nut is tractively connected to the steering screw. One end of the output shaft is tractively connected to the steering nut, and the other end extends out of the housing. The pitch of the steering screw is 10-14 mm.

[0007] In one specific embodiment, the output shaft is connected to a transmission component, which is drively connected to the steering nut.

[0008] In one specific embodiment, the outer side of the steering nut is provided with an output tooth, and the transmission component is provided with an input tooth corresponding to the output tooth, and the input tooth and the output tooth form a meshing transmission.

[0009] In one specific embodiment, the input teeth are sector teeth.

[0010] In one specific embodiment, the transmission component is sleeved on the output shaft.

[0011] In one specific embodiment, the housing is further provided with a guide limiting groove corresponding to the output shaft.

[0012] In one specific embodiment, the input shaft and the steering screw are integrally formed.

[0013] The advantages of this steering mechanism compared to existing technologies are as follows: By precisely setting the pitch of the steering screw to 10-14mm, compared to the small pitch used in traditional steering systems to balance mechanical stability, this invention achieves a core improvement in the transmission principle: "increased pitch - increased axial displacement of the screw per unit steering wheel rotation." This improvement directly affects the steering operation: when the driver performs low-speed maneuvering, stationary turning, or U-turns in narrow sections, the number of steering wheel rotations required to switch from the vehicle's extreme steering angle on one side to the extreme steering angle on the other can be significantly reduced from 6-8 rotations in traditional mechanisms to 4-6 rotations. This reduction in steering rotations directly lowers the driver's hand rotation frequency, avoiding hand fatigue caused by frequent rotations, making steering operation simpler and easier. Especially in long-term low-speed operation scenarios, it can significantly alleviate the driver's operational burden and improve overall performance. In addition to improving driving comfort, the large pitch design directly optimizes steering response efficiency in situations demanding high steering response speed, such as emergency avoidance and driving through continuous curves. In traditional small pitch mechanisms, the driver needs to perform multiple steering rotations to generate sufficient axial displacement of the steering nut, thereby driving the output shaft to reach the target steering angle. This process exhibits significant response lag. However, the 10-14mm pitch design increases the axial displacement of the steering nut per steering wheel rotation, meaning the driver only needs a smaller number of steering wheel rotations to quickly drive the output shaft to adjust the target steering angle. This improved steering response speed effectively shortens the steering adjustment time in unexpected road conditions, reduces the shortened risk avoidance window caused by response lag, and enhances the flexibility and precision of steering operations, thus providing assurance for driving safety from a control perspective.

[0014] Secondly, this utility model embodiment provides a steering system, including: a steering wheel, a universal joint assembly, a hammer arm member, and a steering mechanism as described above, wherein one end of the universal joint assembly is driven to the steering wheel, and the other end is driven to the input shaft, and the hammer arm member is driven to the output shaft.

[0015] In one specific embodiment, the universal joint assembly includes an electric power steering column, an upper universal joint, an intermediate shaft, and a lower universal joint. One end of the electric power steering column is driven to the steering wheel, and the other end is driven to the intermediate shaft via the upper universal joint. The end of the intermediate shaft away from the electric power steering column is driven to the input shaft via the lower universal joint.

[0016] The advantages of this steering system compared to existing technologies are as follows: By setting the steering mechanism and precisely setting the pitch of the steering screw to 10-14mm, compared to the small pitch used in traditional steering systems to balance mechanical stability, this invention achieves a core improvement in the transmission principle: "increased pitch - increased axial displacement of the screw per unit steering wheel rotation." This improvement directly affects the steering operation: when the driver performs low-speed maneuvering, stationary turning, or U-turns in narrow sections, the number of steering wheel rotations required to switch from the vehicle's extreme steering angle on one side to the extreme steering angle on the other can be significantly reduced from 6-8 rotations in traditional mechanisms to 4-6 rotations. This reduction in steering rotations directly lowers the driver's hand rotation frequency, avoiding hand fatigue caused by frequent rotations, making steering operation simpler and lighter. Especially in long-term low-speed driving scenarios, it can significantly alleviate the driver's operational burden. This design enhances overall driving comfort. Furthermore, in situations demanding high steering response speeds, such as emergency avoidance and driving through continuous curves, the large pitch design directly optimizes steering response efficiency. In traditional small pitch mechanisms, the driver needs to perform multiple steering rotations to generate sufficient axial displacement in the steering nut, thereby driving the output shaft to reach the target steering angle. This process exhibits significant response lag. However, a 10-14mm pitch design increases the axial displacement of the steering nut per steering wheel rotation. This means the driver only needs a smaller number of steering wheel rotations to quickly drive the output shaft to adjust the target steering angle. This improved steering response speed effectively shortens steering adjustment time in unexpected road conditions, reduces the shortened risk avoidance window caused by response lag, and enhances the flexibility and precision of steering operations, thus providing assurance for driving safety from a control perspective.

[0017] Thirdly, embodiments of the present invention provide a vehicle including the steering system described above.

[0018] The advantages of this vehicle compared to existing technologies are as follows: By setting the steering system and precisely adjusting the pitch of the steering screw to 10-14mm, compared to the small pitch used in traditional steering systems to balance mechanical stability, this invention achieves a core improvement in the transmission principle: "increased pitch - increased axial displacement of the screw per unit steering wheel rotation." This improvement directly affects the steering operation: when the driver performs low-speed maneuvering, stationary turning, or U-turns in narrow sections, the number of steering wheel rotations required to switch from the vehicle's extreme steering angle on one side to the extreme steering angle on the other can be significantly reduced from 6-8 rotations in traditional mechanisms to 4-6 rotations. This reduction in steering rotations directly lowers the driver's hand rotation frequency, avoiding hand fatigue caused by frequent rotations, making steering operation simpler and easier. Especially in long-term low-speed driving scenarios, it can significantly alleviate the driver's operational burden. This design enhances overall driving comfort. Furthermore, in situations demanding high steering response speeds, such as emergency avoidance and driving through continuous curves, the large pitch design directly optimizes steering response efficiency. In traditional small pitch mechanisms, the driver needs to perform multiple steering rotations to generate sufficient axial displacement in the steering nut, thereby driving the output shaft to reach the target steering angle. This process exhibits significant response lag. However, a 10-14mm pitch design increases the axial displacement of the steering nut per steering wheel rotation. This means the driver only needs a smaller number of steering wheel rotations to quickly drive the output shaft to adjust the target steering angle. This improved steering response speed effectively shortens steering adjustment time in unexpected road conditions, reduces the shortened risk avoidance window caused by response lag, and enhances the flexibility and precision of steering operations, thus providing assurance for driving safety from a control perspective.

[0019] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0020] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 Cross-sectional view of the steering mechanism provided in the embodiment of this utility model Figure 1 ; Figure 2 Cross-sectional view of the steering mechanism provided in the embodiment of this utility model Figure 2 ; Figure 3 Schematic diagram of the steering system provided in the embodiment of this utility model Figure 1 ; Figure 4 Schematic diagram of the steering system provided in the embodiment of this utility model Figure 2 . Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] 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 skilled in the art without creative effort are within the protection scope of the present utility model.

[0024] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0026] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0027] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0028] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0029] See Figures 1 to 2 As shown, this utility model discloses a specific embodiment of a steering mechanism, including: a housing 10, an input shaft 20, a steering screw 30, a steering nut 40, and an output shaft 50. One end of the input shaft 20 extends into the housing 10 and is tractively connected to the steering screw 30. The steering screw 30 is rotatably connected to the housing 10. The steering nut 40 is tractively connected to the steering screw 30. One end of the output shaft 50 is tractively connected to the steering nut 40, and the other end extends out of the housing 10. The pitch of the steering screw 30 is 10-14 mm.

[0030] Specifically, the housing 10 is integrally die-cast from high-strength aluminum alloy. The housing 10 has a pre-reserved installation chamber for the steering screw 30 and steering nut 40. The inner wall of the chamber is coated with a wear-resistant coating, which not only ensures the overall structural strength of the housing 10, but also reduces the friction loss between the steering screw 30 and the housing 10 when rotating. At the same time, the side wall of the housing 10 has through holes for the input shaft 20 and output shaft 50 to pass through. Sealed bearings are installed in the through holes to achieve shaft rotation sealing and prevent dust and moisture from entering the inner cavity of the housing 10 and affecting the transmission accuracy. The input shaft 20 is made of steel. One end of the input shaft 20 is connected to the universal joint 80 through a spline structure. The universal joint 80 is connected to the steering wheel 70 through a spline structure. The other end of the input shaft 20 extends into the inner cavity of the housing 10 and is connected to one end of the steering screw 30 through a universal joint or a rigid coupling. A universal joint is preferred to accommodate minor coaxiality deviations between the input shaft 20 and the steering screw 30 and to avoid transmission jamming caused by assembly errors. The point where the input shaft 20 passes through the housing 10 is positioned by a sealed bearing to ensure the coaxiality of the input shaft 20 when it rotates. The steering screw 30 is made of alloy structural steel and has undergone carburizing and quenching treatment. Its external thread pitch is strictly controlled within the range of 10-14mm. Specifically, three specifications can be selected according to vehicle requirements: 10mm pitch for small cars, 12mm pitch for SUVs, and 14mm pitch for medium-sized buses. The thread profile adopts trapezoidal teeth (tooth angle 30°) and the tooth tip radius is 0.5mm, which ensures the thread load-bearing capacity and reduces meshing friction with the steering nut 40.

[0031] The steering nut 40 is made of high-strength alloy steel, with an internal thread matching the steering screw 30. The meshing clearance between the internal and external threads is controlled at 0.1-0.3mm. A guide boss is provided on the outer side of the steering nut 40, which slides in conjunction with the guide groove in the inner cavity of the housing 10 to ensure that the steering nut 40 moves only along the axial direction of the steering screw 30, avoiding circumferential rotation. The output shaft 50 is made of steel. One end of the output shaft 50 is hinged to the lug of the steering nut 40 through a ball head pin, realizing the conversion of the axial displacement of the steering nut 40 into the rotation angle of the output shaft 50. The other end extends out of the housing 10 and is connected to the steering tie rod through the hammer arm 90, ultimately transmitting the steering power to the wheel steering knuckle.

[0032] In other words, by precisely setting the pitch of the steering screw 30 to 10-14mm, compared to the small pitch used in traditional steering systems to balance mechanical stability, a core improvement has been achieved at the transmission principle level: "increased pitch - increased axial displacement of the screw corresponding to a unit rotation of the steering wheel 70." This improvement directly affects the steering operation: when the driver performs low-speed maneuvering, stationary turning, or U-turns in narrow sections, the number of turns of the steering wheel 70 from the extreme steering angle on one side of the vehicle to the extreme steering angle on the other side can be significantly reduced from 6-8 turns in traditional mechanisms to 4-6 turns. The reduced number of steering turns directly reduces the frequency of driver hand rotation, avoiding hand fatigue caused by frequent rotation, making steering operation simpler and lighter. Especially in long-term low-speed operation scenarios, it can significantly alleviate the driver's operational burden and improve overall driving comfort; in addition, in emergency situations... In situations requiring high steering response speed, such as obstacle avoidance and driving through continuous curves, a large-pitch design directly optimizes steering response efficiency. In traditional small-pitch mechanisms, the driver needs to perform multiple turns of the steering wheel to generate sufficient axial displacement of the steering nut 40, thereby driving the output shaft 50 to reach the target steering angle. This process exhibits significant response lag. However, a 10-14mm pitch design increases the axial displacement of the steering nut 40 for each turn of the steering wheel 70. This means the driver only needs to turn the steering wheel 70 a small number of times to quickly drive the output shaft 50 to adjust the target steering angle. This improved steering response speed effectively shortens the steering adjustment time in unexpected road conditions, reduces the shortened risk avoidance window caused by response lag, and enhances the flexibility and precision of steering operations, thus providing assurance for driving safety from a control perspective.

[0033] In one embodiment, the output shaft 50 is connected to a transmission member 60, which is tractively connected to the steering nut 40.

[0034] Specifically, the transmission component 60 can adopt a combination structure of "cross slider coupling + sector gear assembly" to achieve precise conversion of the axial displacement of the steering nut 40 to the circumferential rotation of the output shaft 50.

[0035] One end of the cross-slider coupling is connected to the outer spline of the steering nut 40 via an internal spline, ensuring that the axial movement of the steering nut 40 synchronously drives the driving end of the coupling. A T-groove is provided on the driven end of the coupling. The sector gear assembly includes a driving slider and a sector gear body. One end of the driving slider is embedded in the T-groove of the cross-slider coupling, and the other end is hinged to the eccentric lug of the sector gear body via a pin. The sector gear body is rotatably connected to a bearing bracket inside the housing 10 via a deep groove ball bearing, ensuring flexible and unobstructed gear rotation. A spur gear meshing with the sector gear body is provided at the end of the output shaft 50 near the inside of the housing 10. The spur gear and the output shaft 50 are integrally forged. The output shaft 50 is positioned on the housing 10 via two tapered roller bearings, with the bearing races interference-fitted with the housing 10.

[0036] When the driver turns the steering wheel 70, the input shaft 20 drives the steering screw 30 to rotate synchronously through the universal joint. The steering screw 30 rotates stably under the support of the tapered roller bearing in the housing 10, and its speed is consistent with that of the input shaft 20 (transmission ratio 1:1). Since the steering nut 40 slides with the guide groove in the inner cavity of the housing 10 through the guide boss, it cannot rotate circumferentially with the steering screw 30. The rotational motion of the steering screw 30 is converted into the axial movement of the steering nut 40 along the screw axis through thread engagement (thread pitch 10-14mm, that is, the nut moves axially 10-14mm for every revolution of the screw). When the steering nut 40 moves, its external spline drives the driving end of the cross-slider coupling to move axially synchronously. The T-shaped groove on the driven end of the coupling slides relative to the driving slider, converting the axial displacement into the rotation of the driving slider. The active slider drives the sector gear body to rotate around the bearing bracket via a pin. The sector gear body meshes with the spur gear of the output shaft 50, converting the rotation of the sector gear body into the circumferential rotation of the output shaft 50. By adjusting the tooth ratio between the sector gear body and the spur gear (e.g., 28 teeth for the sector gear and 18 teeth for the spur gear), the steering angle can be precisely magnified or reduced to meet the steering transmission ratio requirements of different vehicle models.

[0037] In other words, compared to the traditional rigid hinge structure of the steering nut 40 and the output shaft 50, the "cross-slider coupling + sector gear" transmission component 60 combination in this embodiment efficiently converts the axial displacement of the steering nut 40 into the rotation of the output shaft 50 through the synergistic effect of sliding friction and gear meshing. The T-groove design of the cross-slider coupling can compensate for the installation error between the steering nut 40 and the sector gear, avoiding transmission jamming caused by rigid connection; the precise meshing of the sector gear body and the spur gear reduces transmission play, allowing the input action of the steering wheel 70 to be quickly transmitted to the output shaft 50 through the transmission component 60, improving transmission efficiency, further shortening the steering response delay, and significantly improving the handling accuracy in emergency avoidance scenarios. Furthermore, the combined structure of the transmission component 60 effectively buffers impact loads during steering. The sliding fit of the cross-slider coupling absorbs vibrations transmitted from road bumps to the steering system, preventing vibrations from being directly transmitted to the steering wheel 70 and causing a "kickback" phenomenon. The involute tooth profile design of the sector gear increases the tooth surface contact area, resulting in more uniform steering force transmission. The driver's steering wheel 70 feels more linear when turning, without noticeable sticking or jerking. Especially in low-speed steering scenarios, the steering force fluctuation is controlled within ±5N, further improving ease of operation and comfort.

[0038] In other embodiments, the output shaft 50 and the transmission component 60 are integrally formed.

[0039] In one embodiment, the outer side of the steering nut 40 is provided with an output tooth 41, and the transmission member 60 is provided with an input tooth 61 corresponding to the output tooth 41, and the input tooth 61 and the output tooth 41 form a meshing transmission.

[0040] Specifically, when the driver turns the steering wheel 70, the input shaft 20 drives the steering screw 30 to rotate. Since the steering nut 40 is restricted from circumferential rotation by the guide sleeve inside the housing 10, it converts the rotational motion of the steering screw 30 into its own axial linear motion through threaded engagement. When the steering nut 40 moves, its outer output tooth 41 synchronously drives the meshing transmission component 60's input tooth 61 to rotate. The transmission component 60 transmits rotational power to the output shaft 50 via a spline, and the output shaft 50 then transmits the power to the steering tie rod, ultimately adjusting the wheel steering angle. By adjusting the tooth ratio of the output tooth 41 to the input tooth 61 (e.g., 2:1), the steering motion can be decelerated and torque increased or accelerated and torque decreased, meeting the steering torque and speed requirements of different vehicle models.

[0041] In other words, compared with traditional transmission methods such as sliders and hinges, the meshing transmission between the output tooth 41 and the input tooth 61 transmits power through the precise fit of the tooth surfaces, avoiding the problem of increased transmission clearance caused by sliding friction.

[0042] In one embodiment, the input tooth 61 is a fan-shaped tooth.

[0043] Specifically, the input tooth 61 of the transmission component 60 adopts a sector tooth structure. The central angle of the sector tooth is set to 60°-90° to match the axial movement stroke of the steering nut 40 when the vehicle is turning (corresponding to the wheel steering limit angle). The output tooth 41 on the outer side of the steering nut 40 has a straight tooth structure, forming a "straight tooth-sector tooth" meshing pair with the sector tooth. When the steering nut 40 moves axially, the tooth surface of the output tooth 41 continuously meshes with the tooth surface of the sector tooth. Through the gear ratio (output tooth 41: sector tooth = 2:1), the steering motion is decelerated and torque is increased, converting the axial thrust of the steering nut 40 into the rotational torque of the sector tooth, which is then transmitted to the output shaft 50 through the spline at the end of the sector tooth journal.

[0044] When the driver turns the steering wheel 70, the input shaft 20 drives the steering screw 30 to rotate, and the steering nut 40 moves axially in a straight line under the constraint of the guide sleeve inside the housing 10. During the movement of the steering nut 40, its outer output tooth 41 continuously meshes with the sector tooth, driving the sector tooth to rotate around its own axis. The rotational motion of the sector tooth is transmitted to the output shaft 50 through the journal spline, and the output shaft 50 then transmits the power to the steering tie rod, ultimately realizing the adjustment of the wheel steering angle. Since the central angle of the sector tooth matches the wheel steering limit angle, when the vehicle turns to the maximum angle, the limiting block of the sector tooth contacts the buffer pad of the housing 10, forming a mechanical limit and preventing overload of the steering mechanism.

[0045] In other words, the central angle of the sector teeth precisely matches the vehicle's steering limit angle, meshing with the output teeth 41 only within the effective steering stroke. Compared to a full gear ring structure, this significantly reduces the material usage of the transmission component 60 and minimizes its space occupation within the housing 10, enabling lightweight and compact design of the steering mechanism. Especially in space-constrained steering systems of small vehicles, the sector tooth structure allows for a smaller housing 10, facilitating overall chassis layout. Furthermore, the tooth surface contact area of ​​the sector teeth is concentrated within the central angle range, resulting in a uniform load distribution during meshing and avoiding the uneven wear caused by prolonged idleness of some tooth surfaces in a full gear ring structure.

[0046] In one embodiment, the transmission member 60 is sleeved on the output shaft 50.

[0047] Specifically, a stepped inner hole is formed at the center of the shaft of the transmission component 60 (integrated sector gear structure). The inner hole and the output shaft 50 are positioned using a combination of spline and set screw. The front section of the inner hole is machined with a rectangular spline hole, which mates with the external spline at the corresponding position of the output shaft 50 to ensure that there is no relative slippage in power transmission. The rear section of the inner hole is a smooth hole with a diameter 0.02-0.03mm larger than the diameter of the output shaft 50, forming a clearance fit to compensate for assembly coaxiality errors.

[0048] The output tooth 41 on the outer side of the steering nut 40 meshes with the sector tooth of the transmission component 60. When the steering screw 30 drives the steering nut 40 to move axially, the output tooth 41 drives the sector tooth to rotate. Since the transmission component 60 is sleeved on the output shaft 50 and fixed by a spline and a set screw, the rotational motion of the sector tooth is directly transmitted to the output shaft 50. The output shaft 50 then transmits the power to the steering tie rod, realizing wheel steering. The sleeved structure makes the transmission component 60 and the output shaft 50 form a rigid connection, with a constant transmission ratio (determined by the ratio of the number of teeth of the sector tooth to the number of teeth of the output tooth 41), and no lag in power transmission.

[0049] In one embodiment, the housing 10 is further provided with a guide limiting groove corresponding to the output shaft 50.

[0050] Specifically, the housing 10 is integrally formed from high-strength die-cast aluminum alloy. A guide and limiting groove is machined along the axial direction of the output shaft 50 within the area through which the output shaft 50 passes. The guide and limiting groove is a U-shaped through-slot structure, with its width matching the width of the guide boss on the outer side of the output shaft 50, and its length set according to the maximum rotational stroke of the output shaft 50. The inner wall of the groove is treated with precision milling and polishing, and a polytetrafluoroethylene wear-resistant coating is sprayed onto the bottom and side walls of the groove to reduce the sliding friction coefficient between the output shaft 50 and the groove wall. Limiting bosses are provided at both ends of the guide and limiting groove, with the distance between them and the guide bosses of the output shaft 50 matching the maximum steering angle of the wheel (corresponding to the maximum rotational angle of the output shaft 50). Polyurethane buffer pads are attached to the surface of the bosses to prevent rigid collisions between the output shaft 50 and the housing 10. Furthermore, a dustproof baffle is provided at the opening of the guide and limiting groove, with a gap of ≤0.5mm between the baffle and the output shaft 50 to prevent dust and oil from entering the groove and affecting the guiding accuracy.

[0051] A rectangular guide boss is integrally formed at one end of the output shaft 50 near the inner side of the housing 10. During assembly, the guide boss is embedded into the guide limiting groove of the housing 10, ensuring that the output shaft 50 can only rotate along the groove direction, restricting its circumferential rotation and radial offset. The output shaft 50 is connected to the housing 10 via a deep groove ball bearing. The outer ring of the bearing has a transition fit with the bearing seat of the housing 10, and the inner ring has an interference fit with the output shaft 50. Combined with the constraint of the guide limiting groove, the radial runout of the output shaft 50 during rotation is ≤0.03mm, and the axial runout is ≤0.02mm. When the output shaft 50 rotates under the drive of the transmission component 60, the guide boss slides along the inner wall of the guide limiting groove. The straightness error of the groove is ≤0.02mm / m, ensuring the accurate rotation trajectory of the output shaft 50. When the output shaft 50 reaches its maximum rotation angle, the guide boss contacts the buffer pads at both ends of the limiting groove, forming a mechanical limit to prevent overload of the steering mechanism.

[0052] In one embodiment, the input shaft 20 and the steering screw 30 are integrally formed.

[0053] Specifically, in traditional segmented input shafts 20 and steering screws 30, a coupling connects them, resulting in assembly gaps and transmission losses. The one-piece molded structure eliminates these gaps, improving power transmission efficiency. When the driver turns the steering wheel 70, the steering torque is directly transmitted to the steering screw 30 through the one-piece molded component, avoiding torque loss and response delay during coupling transmission. This shortens steering response time, making the vehicle more agile and significantly improving handling precision in scenarios such as emergency lane changes and continuous curves. The one-piece molded structure also avoids the weak points of segmented connections, increasing overall torsional strength and raising the maximum steering torque it can withstand.

[0054] See Figures 3 to 4 As shown, this utility model discloses a steering system, including a steering wheel 70, a universal joint 80, a hammer arm 90, and a steering mechanism as described above. One end of the universal joint 80 is driven to the steering wheel 70, and the other end is driven to the input shaft 20. The hammer arm 90 is driven to the output shaft 50.

[0055] Specifically, when the driver turns the steering wheel 70, it synchronously drives the universal joint 80 to rotate, which in turn drives the input shaft 20 to rotate. The input shaft 20 then drives the steering screw 30 to rotate. Since the steering nut 40 is restricted from circumferential rotation by the guide sleeve inside the housing 10, it converts the rotational motion of the steering screw 30 into its own linear motion along the axial direction through threaded engagement. When the steering nut 40 moves, its outer output teeth 41 synchronously drive the meshing transmission component 60 input teeth 61 to rotate. The transmission component 60 transmits the rotational power to the output shaft 50 through splines, and the output shaft 50 then transmits the power to the hammer arm component 90, ultimately achieving the adjustment of the wheel steering angle.

[0056] In other words, by setting the steering mechanism and precisely setting the pitch of the steering screw 30 to 10-14mm, compared to the small pitch used in traditional steering systems to balance mechanical stability, a core improvement is achieved at the transmission principle level: "increased pitch - increased axial displacement of the screw corresponding to a unit rotation of the steering wheel 70." This improvement directly affects the steering operation: when the driver performs low-speed maneuvering, stationary turning, or U-turns in narrow sections, the number of rotations of the steering wheel 70 from the extreme steering angle on one side of the vehicle to the extreme steering angle on the other side can be significantly reduced from 6-8 rotations in the traditional mechanism to 4-6 rotations. The reduced number of steering rotations directly reduces the driver's hand rotation frequency, avoiding hand fatigue caused by frequent rotations, making steering operation simpler and lighter. Especially in long-term low-speed operation scenarios, it can significantly alleviate the driver's operational burden and improve overall driving comfort. Furthermore, in situations requiring stringent steering response speeds, such as emergency avoidance and driving on continuous curves, the large-pitch design directly optimizes steering response efficiency. In traditional small-pitch mechanisms, the driver needs to perform multiple turns of the steering wheel to generate sufficient axial displacement of the steering nut 40, thereby driving the output shaft 50 to reach the target steering angle. This process exhibits significant response lag. However, the 10-14mm pitch design increases the axial displacement of the steering nut 40 for each turn of the steering wheel 70. This means that the driver only needs to turn the steering wheel 70 a smaller number of times to quickly drive the output shaft 50 to adjust the target steering angle. This improvement in steering response speed effectively shortens the steering adjustment time in sudden road conditions, reduces the shortened risk avoidance window caused by response lag, and enhances the flexibility and precision of steering operations, thus providing assurance for driving safety from a control perspective.

[0057] In one embodiment, the universal joint 80 includes an electric power steering column 81, an upper universal joint 82, an intermediate shaft 83, and a lower universal joint 84. One end of the electric power steering column 81 is driven to the steering wheel 70, and the other end is driven to the intermediate shaft 83 through the upper universal joint 82. The end of the intermediate shaft 83 away from the electric power steering column 81 is driven to the input shaft 20 through the lower universal joint 84.

[0058] Specifically, when the driver turns the steering wheel 70, the lower shaft of the steering wheel 70 drives the electric power steering column 81 to rotate. The electric power steering column 81 transmits power to the intermediate shaft 83 through the upper universal joint 82. The intermediate shaft 83 transmits power to the input shaft 20 through the lower universal joint 84, which ultimately drives the steering screw 30 to rotate, starting the subsequent steering transmission link.

[0059] This utility model discloses a vehicle including the steering system described above.

[0060] Specifically, by setting the steering system and precisely setting the pitch of the steering screw 30 to 10-14mm, compared to the small pitch used in traditional steering systems to balance mechanical stability, a core improvement is achieved at the transmission principle level: "increased pitch - increased axial displacement of the screw corresponding to a unit rotation of the steering wheel 70." This improvement directly affects the steering operation: when the driver performs low-speed maneuvering, stationary turning, or U-turns in narrow sections, the number of rotations of the steering wheel 70 from the extreme steering angle on one side of the vehicle to the extreme steering angle on the other side can be significantly reduced from 6-8 rotations in traditional mechanisms to 4-6 rotations. The reduced number of steering rotations directly reduces the frequency of driver hand rotation, avoiding hand fatigue caused by frequent rotations, making steering operation simpler and lighter. Especially in long-term low-speed operation scenarios, it can significantly alleviate the driver's operational burden and improve overall driving comfort. Furthermore, in situations requiring stringent steering response speeds, such as emergency avoidance and driving on continuous curves, the large-pitch design directly optimizes steering response efficiency. In traditional small-pitch mechanisms, the driver needs to perform multiple turns of the steering wheel to generate sufficient axial displacement of the steering nut 40, thereby driving the output shaft 50 to reach the target steering angle. This process exhibits significant response lag. However, the 10-14mm pitch design increases the axial displacement of the steering nut 40 for each turn of the steering wheel 70. This means that the driver only needs to turn the steering wheel 70 a smaller number of times to quickly drive the output shaft 50 to adjust the target steering angle. This improvement in steering response speed effectively shortens the steering adjustment time in sudden road conditions, reduces the shortened risk avoidance window caused by response lag, and enhances the flexibility and precision of steering operations, thus providing assurance for driving safety from a control perspective.

[0061] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this utility model, and these modifications or substitutions should all be covered within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A steering mechanism, characterized in that, include: The device comprises a housing, an input shaft, a steering screw, a steering nut, and an output shaft. One end of the input shaft extends into the housing and is driven to the steering screw. The steering screw is rotatably connected to the housing. The steering nut is driven to the steering screw. One end of the output shaft is driven to the steering nut, and the other end extends out of the housing. The pitch of the steering screw is 10-14 mm.

2. The steering mechanism according to claim 1, characterized in that, The output shaft is connected to a transmission component, which is driven by the steering nut.

3. The steering mechanism according to claim 2, characterized in that, The steering nut has an output tooth on its outer side, and the transmission component has an input tooth corresponding to the output tooth. The input tooth and the output tooth engage in a transmission.

4. The steering mechanism according to claim 3, characterized in that, The input teeth are sector-shaped teeth.

5. The steering mechanism according to claim 2, characterized in that, The transmission component is sleeved on the output shaft.

6. The steering mechanism according to claim 1, characterized in that, The housing is also provided with a guide limiting groove corresponding to the output shaft.

7. The steering mechanism according to claim 1, characterized in that, The input shaft and the steering screw are integrally formed.

8. A steering system, characterized in that, include: The steering wheel, the universal joint assembly, the hammer arm assembly, and the steering mechanism as described in any one of claims 1-7, wherein one end of the universal joint assembly is driven to the steering wheel and the other end is driven to the input shaft, and the hammer arm assembly is driven to the output shaft.

9. The steering system according to claim 8, characterized in that, The universal joint assembly includes an electric power steering column, an upper universal joint, an intermediate shaft, and a lower universal joint. One end of the electric power steering column is driven to the steering wheel, and the other end is driven to the intermediate shaft through the upper universal joint. The end of the intermediate shaft away from the electric power steering column is driven to the input shaft through the lower universal joint.

10. A vehicle, characterized in that, Including the steering system as described in any one of claims 8-9.

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