A steering lock device and vehicle

Abstract

The application relates to the technical field of vehicle manufacturing, and provides a steering locking device and a vehicle, which can improve the safety of vehicle driving. The steering locking device comprises a column, a locking assembly and a check assembly, the column is internally provided with a mounting hole for a steering shaft to pass through; the locking assembly comprises a connecting piece, a locking piece and a driving assembly, the connecting piece is connected with the steering shaft and can synchronously rotate with the steering shaft, one of the connecting piece and the locking piece is provided with a locking protrusion, the other of the connecting piece and the locking piece is provided with a locking recess, the locking recess is provided with an opening for the locking protrusion to pass through, and the driving assembly drives the locking piece to move relative to the connecting piece so that the locking protrusion extends into or separates from the locking recess; the check assembly comprises a check piece and a check driving structure, the driving end of the check driving structure is connected with the check piece; in the case that the locking protrusion separates from the locking recess, the check driving structure drives the check piece to move to a shielding position so as to close or partially close the opening of the locking recess.

Description

Technical Field

[0001] This application relates to the field of vehicle manufacturing technology, and more particularly to a steering locking device and a vehicle. Background Technology

[0002] The steering lock is a core component of a vehicle's safety system. Its function is to secure the steering shaft after the vehicle is turned off, thus preventing theft. However, current technologies lack a mechanism to prevent accidental reset in the unlocked state, posing a risk that the steering lock could unexpectedly switch from the unlocked to the locked state during vehicle operation due to vibration, accidental activation, or system malfunction. If this occurs, the steering system will be suddenly locked while the vehicle is in motion, severely interfering with the driver's control of the steering and posing a significant threat to driving safety. Utility Model Content

[0003] To address the aforementioned technical problems, this application provides a steering locking device and a vehicle that can improve vehicle driving safety.

[0004] In a first aspect, this application provides a steering locking device, which includes a column, a locking assembly, and a check assembly. The column has a mounting hole for the steering shaft to pass through. The locking assembly includes a connector, a locking member, and a drive assembly. The connector is connected to the steering shaft and can rotate synchronously with the steering shaft. One of the connector and the locking member has a locking protrusion, and the other has a locking recess. The locking recess has an opening for the locking protrusion to pass through. The drive end of the drive assembly is connected to the locking member, and the drive assembly drives the locking member to move relative to the connector, so that the locking protrusion extends into or disengages from the locking recess. The check assembly includes a check member and a check drive structure. The drive end of the check drive structure is connected to the check member. The check member has a blocking position and a clearance position under the drive of the check drive structure. When the locking protrusion disengages from the locking recess, the check drive structure drives the check member to the blocking position to close or partially close the opening of the locking recess.

[0005] The steering locking device provided in this application includes a column, a locking assembly, and a check assembly. When the steering locking device is installed in a vehicle, the steering shaft passes through a mounting hole in the column and can rotate relative to the column. In the locking assembly, a connector is connected to the steering shaft and rotates synchronously with it. A drive assembly is fixed to the column, and its drive end is connected to the locking member to drive the locking member to move relative to the connector, thereby causing the locking protrusion to extend into or disengage from the locking recess, realizing the locking and releasing of the steering shaft. The check assembly includes a check member and a check drive structure, and the drive end of the check drive structure is connected to the check member. When the locking protrusion disengages from the locking recess, the check drive structure causes the check member to at least partially block the opening; if the locking member moves due to accidental reasons such as vibration or impact, the check member can prevent the locking protrusion from re-entering the locking recess through the opening, thereby effectively preventing the steering wheel from suddenly locking while the vehicle is in motion and significantly improving driving safety. When it is necessary to lock the steering shaft, the check drive structure can actively or passively drive the check element to release the obstruction of the opening, so that the locking protrusion can smoothly extend into the locking recess through the opening to complete the locking of the steering shaft.

[0006] In some implementations, the connector has a locking recess, and a check drive structure is fixed to the connector.

[0007] In some implementations, the connector has a mounting recess, and the check element is movably disposed in the mounting recess. The check drive structure includes a first elastic element, one end of which is connected to the inner wall of the mounting recess, and the other end of which is connected to the check element. When the locking protrusion disengages from the locking recess, the first elastic element drives the check element to extend out of the mounting recess to move to the blocking position.

[0008] In some implementations, the locking member is movably assembled in the mounting hole along the extension direction of the mounting hole, and the drive assembly includes a first drive structure, which includes a linear drive member. The drive end of the linear drive member is connected to the locking member, and the linear drive member drives the locking member to move relative to the connecting member.

[0009] In some implementations, the drive assembly further includes a second drive structure, which includes a transmission structure and a torque input structure. The torque input structure is connected to the locking member through the transmission structure. The second drive structure drives the locking member to move relative to the connecting member, so that the locking protrusion extends into or disengages from the locking recess.

[0010] In some implementations, the transmission structure includes a lead screw, the extension direction of which is parallel to the direction of movement of the locking member relative to the connecting member. The locking member has a mating hole through which the lead screw passes. The lead screw and the mating hole are connected by a screw drive pair to drive the locking member to move relative to the connecting member.

[0011] In some implementations, the torque input structure includes a connecting rod and a gear structure. The extension direction of the connecting rod is set at an angle to the extension direction of the lead screw. The first end of the connecting rod forms the torque input end, and the second end of the connecting rod is connected to the lead screw through the gear structure.

[0012] In some implementations, the gear structure includes a first gear and a second gear. The first gear is fixed to a lead screw, and the second gear is fixed to the second end of a connecting rod. Along the extension direction of the connecting rod, the connecting rod is configured to move relative to the lead screw to drive the second gear to mesh or disengage from the first gear.

[0013] In some implementations, the locking assembly also includes a guide member, the extension direction of which is parallel to the movement direction of the locking member relative to the connecting member, and the locking member is slidably disposed on the guide member.

[0014] Secondly, this application provides a vehicle including the steering locking device of the first aspect.

[0015] In the vehicle of this application, since the steering locking device of the first aspect is included, the same beneficial effect can be achieved. That is, the safety of driving the vehicle can be improved. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

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

[0018] Figure 1 A partial structural schematic diagram of the vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of the steering locking device provided in the embodiments of this application; Figure 3 This is a schematic diagram of the anti-return assembly in the steering lock device provided in the embodiments of this application; Figure 4 This is a schematic diagram of the locking assembly in the steering locking device provided in the embodiments of this application; Figure 5 A schematic diagram of the second drive structure and the fixed structure in the steering locking device provided in the embodiments of this application; Figure 6 This is a schematic diagram of the helical transmission pair in the steering locking device provided in the embodiments of this application.

[0019] Explanation of reference numerals in the attached figures: 1-Steering structure; 11-Steering shaft; 12-Steering wheel; 2-Column; 21-Mounting hole; 3-Locking assembly; 31-Connector; 311-Locking recess; 312-Opening; 313-Mounting recess; 32-Locking element; 321-Locking protrusion; 322-Mating hole; 4-Drive assembly; 41-First drive structure; 411-Linear drive element; 42-Second drive structure; 421-Transmission structure; 422-Lead screw; 423-Torque input structure; 424-Connector Connecting rod; 425-Gear structure; 426-First gear; 427-Second gear; 43-Handwheel; 44-Screw drive pair; 441-Threaded raceway; 442-Ball structure; 45-Fixing ring; 5-Check valve assembly; 51-Check valve component; 52-Check valve drive structure; 521-First elastic element; 6-Guide element; 7-Fixing structure; 71-First fixing element; 72-Second fixing element; 73-Matching part; 74-Second elastic element; 75-Limiting element; 76-Telescopic column. Detailed Implementation

[0020] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0021] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0022] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0023] In the description of the embodiments of this application, technical terms such as "first," "second," and "third" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0024] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0025] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects are in an "or" relationship.

[0026] In the description of the embodiments of this application, the technical terms "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed, operated or used in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0027] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed 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 the embodiments of this application according to the specific circumstances.

[0028] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the technical term "contact" should be interpreted broadly, and can be direct contact, contact through an intermediate medium layer, contact between two contacting parties with substantially no interaction force, or contact between two contacting parties with interaction force.

[0029] The following is a detailed description of this application.

[0030] The vehicle is equipped with a steering mechanism, which includes a steering wheel and a steering shaft. The steering wheel is connected to the vehicle's steering actuator via the steering shaft. This actuator converts the rotational motion of the steering wheel into the lateral deflection of the wheels, thereby directly controlling the vehicle's direction of travel.

[0031] The steering lock is a core component of a vehicle's safety system, its function being to secure the steering shaft after the vehicle is turned off, thus preventing theft. In related technologies, the steering lock lacks a mechanism to prevent accidental reset in the unlocked state, posing a safety hazard. Specifically, when the vehicle is traveling on bumpy roads or experiencing continuous vibrations from the engine, the internal components of the steering lock can move unexpectedly under external stimuli, causing the steering lock to switch from the unlocked state to the locked state unintentionally. This malfunction will cause the steering wheel to suddenly lock during driving, severely interfering with the driver's control of the vehicle and affecting driving safety.

[0032] To solve the above problems, refer to Figure 1 , Figure 2 and Figure 3 This application provides a steering locking device, which includes a column 2, a locking assembly 3, and a check valve assembly 5. The column 2 has a mounting hole 21 for the steering shaft 11 to pass through. The locking assembly 3 includes a connector 31, a locking member 32, and a drive assembly 4. The connector 31 is connected to the steering shaft 11 and can rotate synchronously with the steering shaft 11. One of the connector 31 and the locking member 32 has a locking protrusion 321, and the other of the connector 31 and the locking member 32 has a locking recess 311. The locking recess 311 has an opening 312 for the locking protrusion 321 to pass through. The drive assembly... The driving end of the drive assembly 4 is connected to the locking member 32. The drive assembly 4 drives the locking member 32 to move relative to the connecting member 31, so that the locking protrusion 321 extends into or disengages from the locking recess 311. The check assembly 5 includes a check member 51 and a check drive structure 52. The driving end of the check drive structure 52 is connected to the check member 51. The check member 51 has a blocking position and a clearance position under the drive of the check drive structure 52. When the locking protrusion 321 disengages from the locking recess 311, the check drive structure 52 drives the check member 51 to move to the blocking position to close or partially close the opening 3121 of the locking recess 311.

[0033] The column 2 has a mounting hole 21 for the steering shaft 11 to pass through, which means that the column 2 is designed with a hole (i.e., mounting hole 21) specifically for the steering shaft 11 to pass through. Here, the structure of the mounting hole 21 can be various. For example, the mounting hole 21 can be a through hole of equal diameter; or, the mounting hole 21 can be a stepped hole. This application embodiment does not limit this.

[0034] The fact that the connector 31 is connected to the steering shaft 11 and can rotate synchronously with the steering shaft 11 means that the connector 31 is designed to be installed on the steering shaft 11 so that it rotates together with the steering shaft 11, without any relative rotation between them. Here, the connector 31 and the steering shaft 11 can be manufactured as a single piece, or they can be fixedly assembled as independent components through key connections, spline connections, or interference fits.

[0035] One of the connector 31 and the locking member 32 has a locking protrusion 321, and the other of the connector 31 and the locking member 32 has a locking recess 311. This means that the locking protrusion 321 and the locking recess 311 can be configured in two ways. For example, the locking protrusion 321 can be provided on the connector 31, and the locking recess 311 can be provided on the locking member 32; or, the locking protrusion 321 can be provided on the locking member 32, and the locking recess 311 can be provided on the connector 31.

[0036] Here, the structure of the locking recess 311 can have a variety of possibilities. For example, the locking recess 311 can be a locking groove or a locking hole. This application embodiment does not limit this.

[0037] The locking recess 311 has an opening 312 through which the locking protrusion 321 passes. The driving end of the drive assembly 4 is connected to the locking member 32. The drive assembly 4 drives the locking member 32 to move relative to the connecting member 31, so that the locking protrusion 321 extends into or disengages from the locking recess 311. Specifically, when it is necessary to lock the steering shaft 11, the driving end of the drive assembly 4 drives the locking member 32 to move, causing the locking protrusion 321 to extend into the locking recess 311 through the opening 312, forming a mechanical interlock and restricting the rotation of the steering shaft 11. When it is necessary to unlock the steering shaft 11, the drive assembly 4 performs a reverse action, causing the locking protrusion 321 to disengage from the locking recess 311, thereby releasing the steering shaft 11.

[0038] It should be noted that the drive component 4 can be implemented in various ways. For example, the drive component 4 may include a power drive structure, the power source of which includes, but is not limited to, electric, pneumatic, or hydraulic drive; the drive component 4 may also include a purely manual drive structure; in application scenarios with high requirements for operational flexibility, safety redundancy, and environmental adaptability, it may also include both a power drive structure and a manual drive structure, that is, while integrating the power drive structure, it retains an independent manual operation structure. Such a configuration can realize automatic or remote control of the locking element 32 when the power system is running normally, and in the event of power failure, gas / liquid pipeline failure, or emergency conditions, the movement of the locking element 32 can still be directly controlled by manual intervention, thereby improving the reliability and fault tolerance of the system.

[0039] The check assembly 5 includes a check element 51 and a check drive structure 52. The drive end of the check drive structure 52 is connected to the check element 51. Under the drive of the check drive structure 52, the check element 51 has a blocking position and a clearance position. When the locking protrusion 321 disengages from the locking recess 311, the check drive structure 52 drives the check element 51 to move to the blocking position to close or partially close the opening 312 of the locking recess 311. This means that when the locking protrusion 321 disengages from the locking recess 311, i.e., when the steering shaft 11 is in the released state, the check drive structure 52 can drive the check element 51 to close or partially close the opening 312, preventing the locking protrusion 321 from re-entering the locking recess 311 due to unexpected reasons (such as vibration or impact).

[0040] It should be noted that the check member 51 can close the opening 312 in several ways. For example, the check member 51 can extend at least partially into the locking recess 311, thereby closing the opening 312 from the inside. Alternatively, the check member 51 can be located outside the locking recess 311, achieving closure by covering the outside of the opening 312. Furthermore, depending on the tightness of the closure, the check member 51 can be configured to completely close the opening 312 or only partially close it to meet the requirement of preventing the locking protrusion 321 from extending into the locking recess 311.

[0041] The steering locking device provided in this application includes a column 2, a locking assembly 3, and a check assembly 5. When the steering locking device is installed in a vehicle, the steering shaft 11 passes through the mounting hole 21 of the column 2 and can rotate relative to the column 2. In the locking assembly 3, the connecting member 31 is connected to the steering shaft 11 and rotates synchronously with it. The drive assembly 4 is fixed to the column 2, and its drive end is connected to the locking member 32 to drive the locking member 32 to move relative to the connecting member 31, thereby causing the locking protrusion 321 to extend into or disengage from the locking recess 311, realizing the locking and releasing of the steering shaft 11. The check assembly 5 includes a check member 51 and a check drive structure 52, and the drive end of the check drive structure 52 is connected to the check member 51. When the locking protrusion 321 disengages from the locking recess 311, the anti-return drive structure 52 moves the anti-return member 51 to the blocking position to close or partially close the opening 312. If the locking member 32 moves due to vibration or impact, the anti-return member 51 can prevent the locking protrusion 321 from re-entering the locking recess 311 through the opening 312, thereby effectively preventing the steering wheel from suddenly locking while the vehicle is in motion and significantly improving driving safety. When it is necessary to lock the steering shaft 11, the anti-return drive structure 52 can actively or passively drive the anti-return member 51 to the avoidance position, releasing the closure of the opening 312, allowing the locking protrusion 321 to smoothly extend into the locking recess 311 through the opening 312, thus completing the locking of the steering shaft 11.

[0042] Reference Figure 2 and Figure 3In some embodiments of this application, the connector 31 has a locking recess 311, and the anti-return drive structure 52 is fixed to the connector 31.

[0043] Here, the locking recess 311 and the anti-return drive structure 52 are integrated together on the connector 31, which can significantly shorten the stroke of the anti-return element 51 from the standby position to the effective blocking position. This short-stroke design not only improves the action response speed, but also greatly promotes the miniaturization and integration of the entire steering locking device due to its smaller footprint.

[0044] Of course, in some embodiments, the locking recess 311 may be provided on the locking member 32, and the anti-return drive structure 52 may be fixed to the locking member 32.

[0045] Reference Figure 2 and Figure 3 In some embodiments of this application, the connector 31 has a mounting recess 313, the check member 51 is movably disposed in the mounting recess 313, and the check drive structure 52 includes a first elastic member 521. One end of the first elastic member 521 is connected to the inner wall of the mounting recess 313, and the other end of the first elastic member 521 is connected to the check member 51. When the locking protrusion 321 disengages from the locking recess 311, the first elastic member 521 drives the check member 51 to extend out of the mounting recess 313 to move to the blocking position.

[0046] The mounting recess 313 can have a variety of structural forms. For example, the mounting recess 313 can be a groove-shaped structure or a hole-shaped structure. This application embodiment does not limit this.

[0047] Here, the connector 31 is provided with a mounting recess 313, and a movable check member 51 is installed in the mounting recess 313. The first elastic member 521 is supported in a pre-compressed state between the inner wall of the mounting recess 313 and the check member 51. When the locking protrusion 321 extends into the locking recess 311, the check member 51 is squeezed and completely contained in the mounting recess 313, and the first elastic member 521 is in a compressed and energy-storing state. When the locking protrusion 321 disengages from the locking recess 311, the constraint on the check member 51 is released, and the first elastic member 521 automatically releases its elastic force, pushing the check member 51 out of the mounting recess 313 to move to the blocking position, closing or partially closing the opening 312 of the locking recess 311, forming a mechanical anti-lock barrier. When it is necessary to actively lock the steering shaft 11, the drive assembly 4 needs to apply a driving force sufficient to overcome the reaction force of the first elastic element 521, push the locking protrusion 321 to press the check element 51 back into the mounting recess 313 (i.e., the avoidance position), release the closure of the opening 312, thereby realizing the locking action.

[0048] It should be noted that, in order to ensure that the locking protrusion 321 can smoothly press the check member 51 back into the mounting recess 313 during its extension, a guide structure can be provided at the contact interface between the locking protrusion 321 and the check member 51. Specifically, a guide ramp can be provided on the locking protrusion 321 and / or the check member 51. When the locking protrusion 321 moves toward the locking recess 311, the guide ramp can convert the thrust on the locking protrusion 321 into a component force perpendicular to its direction of movement. This component force can effectively overcome the elastic force of the first elastic member 521, thereby pushing the check member 51 back into the mounting recess 313 and making way for the locking protrusion 321.

[0049] Of course, in some embodiments, the check drive structure 52 may include an electromagnet. When the locking protrusion 321 disengages from the locking recess 311, the electromagnet is energized, and the electromagnetic force it generates directly attracts the check member 51, causing it to slide to the opening 312 of the locking recess 311 and effectively block it. When it is necessary to actively lock the steering shaft 11, the electromagnet is de-energized and the electromagnetic force disappears. At this time, the drive assembly 4 pushes the locking member 32 to move. During the movement, the locking protrusion 321 mechanically squeezes the check member 51 out of the opening 312 area, achieving reset and making way for the locking action.

[0050] Reference Figure 2 In some embodiments of this application, the locking member 32 is movably assembled in the mounting hole 21 along the extension direction of the mounting hole 21. The driving assembly 4 includes a first driving structure 41, which is fixed to the column 2. The first driving structure 41 includes a linear driving member 411, the driving end of which is connected to the locking member 32. The linear driving member 411 drives the locking member 32 to move relative to the connecting member 31.

[0051] The linear drive component 411 can be a drive component for the linear motion of the output shaft of a hydraulic cylinder, pneumatic cylinder, electric telescopic rod, etc.

[0052] Here, the locking component 32 is movably assembled in the mounting hole 21. Guided and constrained by the inner wall of the mounting hole 21, the locking component 32 is ensured to move along a preset straight trajectory, effectively preventing the locking component 32 from deviating or getting stuck during the movement, thereby improving the reliability and coordination accuracy of its action with the connecting component 31 during the locking or unlocking process.

[0053] Of course, in some embodiments, the mounting position of the locking member 32 is not limited to inside the mounting hole 21. For example, the locking member 32 can also be movably mounted outside the mounting hole 21 via a slide rail, outer guide sleeve, or cantilever support. In addition, the first drive structure 41 can also be a drive member that outputs rotary motion, such as a motor or a rotary cylinder. This type of drive member is configured to drive the locking member 32 to rotate directly or through a transmission mechanism, so that the locking member 32 locks and releases the steering shaft 11 by engaging or disengaging with the connecting member 31 in a circumferential manner.

[0054] It should be noted that the first drive structure 41 can be directly fixed to the column 2; or, refer to Figure 2 and Figure 4 The first drive structure 41 can also be fixed to the column 2 by a retaining ring 45.

[0055] Reference Figure 2 and Figure 3 In some embodiments of this application, the drive assembly 4 further includes a second drive structure 42, which includes a transmission structure 421 and a torque input structure 423. The torque input structure 423 is connected to the locking member 32 through the transmission structure 421. The second drive structure 42 drives the locking member 32 to move relative to the connecting member 31, so that the locking protrusion 321 extends into or disengages from the locking recess 311.

[0056] The torque input structure 423 is a structure for applying force by human power or external tools. Depending on the operation method, the torque input structure 423 may include a handwheel 43, a crank, a knob, etc., for easy direct manual operation; or, the torque input structure 423 may also include a wrench interface, a screwdriver slot, etc., to cooperate with special or general tools to transmit greater torque or meet space constraints.

[0057] The torque input structure 423 is connected to the locking member 32 through the transmission structure 421. The second drive structure 42 drives the locking member 32 to move relative to the connecting member 31, so that the locking protrusion 321 extends into or disengages from the locking recess 311. This means that the torque input structure 423, as the force-applying end of human or external tools, receives the operating force or torque, which is transmitted and converted through the transmission structure 421. The transmission structure 421 converts the input motion form (such as rotation) into the motion form required by the locking member 32 (such as linear motion or rotation at a specific angle), thereby driving the locking member 32 to generate displacement relative to the connecting member 31, so that the locking protrusion 321 can be accurately inserted into the locking recess 311 on the connecting member 31 to achieve mechanical locking, or disengage from the locking recess 311 to release the locking state.

[0058] Here, the locking assembly 3 also includes a second drive structure 42, whose torque input structure 423 is connected to the locking member 32 via a transmission structure 421. When the first drive structure 41 fails to operate due to power failure, malfunction, or control system failure, the operator can apply force through the torque input interface of the second drive structure 42, which drives the locking member 32 via the transmission structure 421 to complete the locking or unlocking action. This ensures that the steering locking device still has basic operating functions in emergency or abnormal situations, improving overall reliability and safety.

[0059] It should be noted that the torque input structure 423 of the second drive structure 42 is linked with the locking member 32 through the transmission structure 421. In this configuration, when the first drive structure 41 acts as the main drive source to drive the locking member 32 to perform locking or unlocking actions, the transmission structure 421 is required to move synchronously with the locking member 32 to maintain the smoothness and coordination of the power transmission path. This avoids jamming, increased wear, or drive failure due to rigid obstruction or asynchronous movement in the transmission link, thereby ensuring the reliability and coordination of the dual drive structures (first drive structure 41 and second drive structure 42) in their respective working modes.

[0060] Reference Figure 4 , Figure 5 and Figure 6 In some embodiments of this application, the transmission structure 421 includes a lead screw 422, the extension direction of which is parallel to the movement direction of the locking member 32 relative to the connecting member 31. The locking member 32 has a mating hole 322 through which the lead screw 422 passes. The lead screw 422 and the mating hole 322 are connected by a helical transmission pair 44 to drive the locking member 32 to move relative to the connecting member 31.

[0061] The transmission structure 421 includes a lead screw 422, the extension direction of which is parallel to the movement direction of the locking member 32 relative to the connecting member 31. The locking member 32 has a mating hole 322 through which the lead screw 422 passes. The lead screw 422 and the mating hole 322 are connected by a helical transmission pair 44. This means that the core of the transmission structure 421 is the lead screw 422, and the axial arrangement direction of the lead screw 422 is consistent with the direction in which the locking member 32 needs to move. The two are kinematically coupled through the helical transmission pair 44. When the lead screw 422 is driven to rotate, the helical transmission pair 44 converts the circular motion into linear motion of the locking member 32 along the axial direction of the lead screw 422, thereby controlling the movement of the locking member 32 toward or away from the connecting member 31 to achieve the required locking or unlocking action.

[0062] The structural design of the helical drive pair 44 has many possibilities, for example, referring to Figure 6The helical drive pair 44 can be a ball screw pair, which includes a threaded raceway 441 on the outer surface of the screw 422 and a ball structure 442 in the mating hole 322. Transmission is achieved by the rolling of the ball structure 442 in the threaded raceway 441. Alternatively, the helical drive pair 44 can also be a sliding screw pair, which includes a threaded structure on the outer surface of the screw 422 and an internal threaded structure on the inner surface of the mating hole 322. Power is transmitted through sliding contact between the threaded surfaces.

[0063] Here, the transmission structure 421 includes a lead screw 422, which is connected to the mating hole 322 of the locking member 32 via a helical transmission pair 44. The helical transmission has reversible motion and can achieve precise displacement control, which is beneficial for the accurate positioning and reliable engagement between the locking member 32 and the connecting member 31. In addition, this structure can generate a large axial output force with a simple rotary input, and has the advantages of labor saving, smooth transmission, and low noise.

[0064] Of course, in some embodiments, the transmission structure 421 may include a gear and a rack, with the rack fixedly mounted on the locking member 32 and its extension direction consistent with the movement direction of the locking member 32 relative to the connecting member 31; the torque input structure 423 drives the gear and rack to mesh and transmit the input torque, which is converted into the linear motion of the rack, thereby driving the locking member 32 to perform locking or unlocking actions.

[0065] Reference Figure 5 In some embodiments of this application, the torque input structure 423 includes a connecting rod 424 and a gear structure 425. The extension direction of the connecting rod 424 is set at an angle to the extension direction of the lead screw 422. The first end of the connecting rod 424 forms a torque input end, and the second end of the connecting rod 424 is connected to the lead screw 422 through the gear structure 425.

[0066] The torque input structure 423 includes a connecting rod 424 and a gear structure 425. The extension direction of the connecting rod 424 is angled to the extension direction of the lead screw 422. The first end of the connecting rod 424 forms the torque input end, and the second end of the connecting rod 424 is connected to the lead screw 422 via the gear structure 425. Specifically, the arrangement direction of the connecting rod 424 in the torque input structure 423 forms a certain angle with the axial direction of the lead screw 422. Its first end serves as the torque input end receiving external operating force or driving force, while the second end transmits power to the lead screw 422 via the gear structure 425. This design allows the input direction of the operating torque to be independent of the axis of the lead screw 422; instead, the rotational motion transmitted by the connecting rod 424 can be effectively transmitted to the lead screw 422 and driven to rotate through the reversing action of the gear structure 425.

[0067] It should be noted that the angle between the arrangement direction of the connecting rod 424 and the axis of the lead screw 422 can be an acute angle, a right angle, or an obtuse angle.

[0068] Here, the connecting rod 424 forms an angle transmission layout with the lead screw 422 via the gear structure 425. This design improves the spatial adaptability of the second drive structure 42. Through the direction conversion function of the gear transmission, the orientation of the torque input end can be freed from the axial constraint of the lead screw 422. This allows the operating interface to be placed in the most convenient position for force application, based on the overall structural layout of the steering locking device and human operating requirements, thus improving operational convenience and human-machine interaction efficiency. Furthermore, by rationally configuring the transmission ratio of the gear structure 425, an effective deceleration and torque amplification effect can be achieved at the input end, allowing the operator to generate a large driving torque at the output end with a small input torque, reducing operational intensity.

[0069] Of course, in some embodiments, the connecting rod 424 may also be coaxially arranged with the lead screw 422. In addition, to facilitate applying force to the connecting rod 424, the torque input structure 423 may also include a handwheel 43, which is disposed at the first end of the connecting rod 424.

[0070] Reference Figure 5 In some embodiments of this application, the gear structure 425 includes a first gear 426 and a second gear 427. The first gear 426 is fixed to the lead screw 422, and the second gear 427 is fixed to the second end of the connecting rod 424. Along the extension direction of the connecting rod 424, the connecting rod 424 is configured to move relative to the lead screw 422 to drive the second gear 427 to mesh or disengage from the first gear 426.

[0071] The gear structure 425 consists of a first gear 426 fixed on the lead screw 422 and a second gear 427 fixed on the second end of the connecting rod 424. The extending direction of the connecting rod 424 is arranged at a spatial angle with the lead screw 422, and the connecting rod 424 is designed as a movable structure that can move along its axial direction. When manual operation is required, pushing the connecting rod 424 to move it axially will cause the second gear 427 to engage with the first gear 426, thereby establishing a transmission link. At this time, rotating the connecting rod 424 will drive the lead screw 422 to rotate. When manual operation is not required, the connecting rod 424 can be moved back to its original position to disengage the second gear 427 from the first gear 426, thereby disconnecting the transmission link.

[0072] Here, the connecting rod 424 is designed as a movable structure that can move along its axial direction, allowing the second gear 427 and the first gear 426 to change their meshing state, thereby realizing the disconnectable function of the transmission link. This design, on the one hand, avoids interference or damage to the operating drive assembly 4 due to accidental contact with the torque input terminal, improving the safety and reliability of the steering lock device; on the other hand, it avoids the idle loss, wear, and potential vibration noise generated by the torque input structure 423 moving in the drive mode of the drive assembly 4.

[0073] Of course, in some embodiments, the connecting rod 424 may also adopt an axially fixed structure, so that the connecting rod 424 and the lead screw 422 always maintain a transmission connection.

[0074] Reference Figure 5 In some embodiments of this application, the steering locking device may also be configured with a fixing structure 7 to lock the axial position of the connecting rod 424 in manual operation mode. The fixing structure 7 includes a first fixing member 71 and a second fixing member 72 disposed opposite to each other, and a mating member 73 disposed on the connecting rod 424. When the connecting rod 424 moves axially until the second gear 427 and the first gear 426 reach the meshing position, the mating member 73 moves synchronously into the gap between the first fixing member 71 and the second fixing member 72, forming a mechanical constraint, thereby fixing the axial position of the connecting rod 424, preventing accidental displacement during transmission, and ensuring the stability of the gear meshing state and the reliability of the transmission.

[0075] Additionally, in some embodiments, the fixing structure 7 may be further provided with a second elastic element 74 (such as a compression spring, a disc spring, or an elastic washer). Figure 5 As shown, the second elastic member 74 applies a continuous preload to the first fixing member 71 and the second fixing member 72, causing them to tend to move closer together. When the connecting rod 424 moves to the working position, the mating member 73 enters between the first fixing member 71 and the second fixing member 72. Under the action of the second elastic member 74, the first fixing member 71 and the second fixing member 72 form a stable clamping force on the mating member 73, thereby locking the axial position of the connecting rod 424. In other embodiments, the first fixing member 71 and the second fixing member 72 may be made of an elastic material (such as spring steel, engineering plastics, or elastic alloys). When the mating member 73 is inserted, the material deformation generates a continuous clamping force, thereby locking the axial position of the connecting rod 424.

[0076] In embodiments where the second elastic element 74 is a spring, the fixing structure 7 may further include a telescopic column 76, with the second elastic element 74 fixed to the outer periphery of the telescopic column 76 in a sleeve manner. When the second elastic element 74 undergoes compression or rebound deformation, the telescopic column 76 effectively restricts the radial displacement of the second elastic element 74 through circumferential constraint, ensuring that it always deforms along a preset axis direction. This, in turn, ensures that the first fixing element 71 and the second fixing element 72 move smoothly along a predetermined trajectory under the drive of the second elastic element 74, avoiding uneven clamping force or mechanism jamming caused by the instability of the elastic element.

[0077] Reference Figure 5 In some embodiments of this application, the fixing structure 7 may further include a limiting member 75, which is disposed on the connecting rod 424. Along the axial direction of the connecting rod 424, the limiting member 75 cooperates with at least one of the first fixing member 71 and the second fixing member 72 to prevent the connecting rod 424 from coming off.

[0078] The fixed structure 7 can also be equipped with a limiting member 75 to improve operational safety. This limiting member 75 is fixedly installed on the connecting rod 424 and forms a stop engagement with at least one of the first fixing member 71 and the second fixing member 72 along the axial direction of the connecting rod 424. When the connecting rod 424 tends to over-displace axially, the limiting member 75 will mechanically interfere with the first fixing member 71 and / or the second fixing member 72, effectively limiting the movement range of the connecting rod 424 through rigid stopping, preventing it from accidentally dislodging from its normal operating position, and ensuring that the connecting rod 424 always operates within a controllable stroke range, thereby improving the operational safety and reliability of the steering lock device.

[0079] Reference Figure 2 and Figure 4 In some embodiments of this application, the locking assembly 3 further includes a guide 6, the extension direction of the guide 6 being parallel to the movement direction of the locking member 32 relative to the connecting member 31, and the locking member 32 being slidably disposed on the guide 6.

[0080] The guide member 6 can have a variety of structural forms. For example, the guide member 6 can be a guide rod or a guide rail.

[0081] Here, the locking element 32 is slidably disposed on the guide element 6, so that the locking element 32 is restricted in the straight path determined by the guide element 6 during reciprocating motion, effectively eliminating lateral offset and angular deflection, reducing wear and jamming risks, and improving the reliability, durability and smoothness of the steering locking device.

[0082] In some embodiments of this application, the number of guide members 6 can vary. For example, two or more guide members 6 can be provided, so that the guide members 6 can simultaneously limit the radial offset and circumferential rotation of the locking member 32, thereby further improving the reliability of the steering locking device.

[0083] This application also provides a vehicle, as shown in reference to Figure 1 The vehicle includes a steering structure 1 and a steering locking device according to the above embodiment, wherein the steering structure 1 includes a steering shaft 11 and a steering wheel 12.

[0084] In the vehicle described in this application, the same beneficial effects can be achieved by including the steering locking device of the above embodiment. That is, the safety of driving the vehicle can be improved.

[0085] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A steering locking device, characterized in that, include: The column (2) has a mounting hole (21) through which the steering shaft (11) passes; A locking assembly (3) includes a connector (31), a locking member (32), and a drive assembly (4). The connector (31) is connected to the steering shaft (11) and can rotate synchronously with the steering shaft (11). One of the connector (31) and the locking member (32) has a locking protrusion (321), and the other of the connector (31) and the locking member (32) has a locking recess (311). The locking recess (311) has an opening (312) for the locking protrusion (321) to pass through. The drive end of the drive assembly (4) is connected to the locking member (32). The drive assembly (4) drives the locking member (32) to move relative to the connector (31) so that the locking protrusion (321) extends into or disengages from the locking recess (311). The anti-return assembly (5) includes an anti-return element (51) and an anti-return drive structure (52). The drive end of the anti-return drive structure (52) is connected to the anti-return element (51). The anti-return element (51) has a blocking position and an avoidance position under the drive of the anti-return drive structure (52). When the locking protrusion (321) disengages from the locking recess (311), the anti-return drive structure (52) drives the anti-return element (51) to move to the blocking position to close or partially close the opening (312) of the locking recess (311).

2. The steering locking device according to claim 1, characterized in that, The connector (31) has the locking recess (311), and the anti-return drive structure (52) is fixed to the connector (31).

3. The steering locking device according to claim 2, characterized in that, The connector (31) has a mounting recess (313), and the check member (51) is movably disposed in the mounting recess (313). The check drive structure (52) includes a first elastic member (521), one end of which is connected to the inner wall of the mounting recess (313), and the other end of which is connected to the check member (51). When the locking protrusion (321) disengages from the locking recess (311), the first elastic member (521) drives the check member (51) to extend out of the mounting recess (313) to move to the blocking position.

4. The steering locking device according to claim 1, characterized in that, Along the extension direction of the mounting hole (21), the locking member (32) is movably assembled in the mounting hole (21). The drive assembly (4) includes a first drive structure (41), which is fixed to the column (2). The first drive structure (41) includes a linear drive member (411), the drive end of which is connected to the locking member (32). The linear drive member (411) drives the locking member (32) to move relative to the connector (31).

5. The steering locking device according to any one of claims 1-4, characterized in that, The drive assembly (4) includes a second drive structure (42), which includes a transmission structure (421) and a torque input structure (423). The torque input structure (423) is connected to the locking member (32) through the transmission structure (421). The second drive structure (42) drives the locking member (32) to move relative to the connecting member (31) so that the locking protrusion (321) extends into or disengages from the locking recess (311).

6. The steering locking device according to claim 5, characterized in that, The transmission structure (421) includes a lead screw (422), the extension direction of which is parallel to the movement direction of the locking member (32) relative to the connecting member (31). The locking member (32) has a mating hole (322) through which the lead screw (422) passes. The lead screw (422) and the mating hole (322) are connected by a helical transmission pair (44) to drive the locking member (32) to move relative to the connecting member (31).

7. The steering locking device according to claim 6, characterized in that, The torque input structure (423) includes a connecting rod (424) and a gear structure (425). The extension direction of the connecting rod (424) is set at an angle to the extension direction of the lead screw (422). The first end of the connecting rod (424) forms a torque input end, and the second end of the connecting rod (424) is connected to the lead screw (422) through the gear structure (425).

8. The steering locking device according to claim 7, characterized in that, The gear structure (425) includes a first gear (426) and a second gear (427). The first gear (426) is fixed to the lead screw (422), and the second gear (427) is fixed to the second end of the connecting rod (424). Along the extension direction of the connecting rod (424), the connecting rod (424) is configured to move relative to the lead screw (422) to drive the second gear (427) to mesh or disengage from the first gear (426).

9. The steering locking device according to any one of claims 1-4, characterized in that, The locking assembly (3) further includes a guide (6), the extension direction of which is parallel to the movement direction of the locking member (32) relative to the connecting member (31), and the locking member (32) is slidably disposed on the guide (6).

10. A vehicle, characterized in that, The vehicle includes the steering locking device as described in any one of claims 1-9.

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