Steering assistance system and vehicle

Abstract

The application provides a steering assisting system and a vehicle, and belongs to the technical field of vehicle steering structure. The steering assisting system comprises a assisting unit and a pull rod unit connected to both ends of the assisting unit. The assisting unit comprises a driver and a speed reduction assembly connected to the driver. The speed reduction assembly comprises a housing, a transmission mechanism and an adjusting mechanism. The elastic member in the adjusting mechanism has elastic deformation capacity. When the connecting gear, the transition gear and the speed reduction gear appear wear clearance due to long-term operation of the speed reduction assembly, the transition gear is precisely driven by the connecting member to move to the meshing direction of the connecting gear and the speed reduction gear, the automatic compensation of the clearance is realized, the three gears are always meshed without clearance, the noise increase problem caused by loose meshing of the traditional gear speed reduction mechanism is avoided from the root, and the accuracy and continuity of the steering assisting transmission are ensured.

Description

Technical Field

[0001] This application belongs to the field of vehicle steering structure technology, and more specifically, relates to a steering assist system and a vehicle. Background Technology

[0002] Electric Power Steering (EPS) is a relatively new technology in the automotive steering field and a current research hotspot in the domestic steering system industry. As a safety component of automobiles, the performance of EPS directly affects the vehicle's safety and reliability, as well as the driver's ease and dexterity in steering. Under different driving conditions, when steering, the electronic controller controls the power steering motor to provide the necessary assistance, achieving stable handling, easy steering, and safe driving, thus providing the driver with a comfortable driving experience.

[0003] The working principle of an electric power steering (EPS) system is as follows: sensors identify the driver's steering intention and transmit signals to the electronic control unit (ECU) of the motor. The torque output by the motor is reduced and amplified by the assist mechanism before being transmitted to the lead screw assembly, which in turn drives the wheels to oscillate and achieve steering. Currently, the commonly used assist mechanisms in EPS systems are mainly worm gear reduction mechanisms and synchronous belt reduction mechanisms. However, both of these mechanisms have significant technical defects: worm gear reduction mechanisms, while maintaining a small size, lack sufficient strength and are difficult to transmit large torques; synchronous belt reduction mechanisms have the risk of tooth skipping, poor noise performance, and the belt is prone to wear after long-term use, affecting the stable and reliable operation of the EPS system.

[0004] To address the aforementioned issues, related technologies have attempted to replace traditional worm gear reducers and synchronous belt reducers with gear reducers. However, gear reducers are prone to gear meshing loosening during long-term operation, leading to increased operating noise. They also still pose a risk of tooth skipping, failing to completely resolve the performance shortcomings of existing assist mechanisms and urgently requiring further optimization and improvement. Utility Model Content

[0005] The purpose of this application is to provide a power steering system and vehicle that aims to solve the problem that existing gear reduction mechanisms are prone to gear meshing loosening during long-term operation, resulting in increased operating noise and the risk of gear skipping.

[0006] In a first aspect, embodiments of this application provide a steering assist system, including an assist unit and a linkage unit connected to both ends of the assist unit. The assist unit includes a driver and a reduction gear assembly connected to the driver. The driver is electrically or communicatively connected to a control system. The reduction gear assembly includes: shell; The transmission mechanism includes a connecting gear, a transition gear, and a reduction gear disposed within the housing. The connecting gear is connected to the driver and meshes with the transition gear. The reduction gear is connected to the tie rod unit and meshes with the transition gear. The adjusting mechanism includes a mounting bearing and a connecting member connected to the inner ring of the mounting bearing, and also includes an elastic member. The outer ring of the mounting bearing is coaxially embedded in the transition gear, and the elastic member is configured with a preload force to keep the transition gear meshing with the connecting gear and the reduction gear.

[0007] The beneficial effects of the power steering system provided in this application are as follows: Compared with the prior art, the elastic element in the adjustment mechanism has elastic deformation capability. When wear gaps appear in the connecting gear, transition gear, and reduction gear due to long-term operation of the reduction assembly, the connecting element precisely drives the transition gear to move in the meshing direction of the connecting gear and reduction gear, achieving automatic gap compensation. This ensures that all three gears are always meshed without backlash, fundamentally avoiding the increased noise problem caused by loose meshing in traditional gear reduction mechanisms, and ensuring the accuracy and continuity of power steering transmission. Simultaneously, the outer ring of the mounting bearing is coaxially embedded in the transition gear, and the connecting element is connected to the inner ring of the mounting bearing. This provides stable rotational support and motion guidance for the transition gear, and can flexibly adapt to small displacements driven by the elastic element, ensuring uniform force and smooth movement during gear meshing, avoiding jamming faults, and further improving the stability of the power steering system. While retaining the inherent advantages of high strength and large torque transmission of the reduction assembly, this application makes up for the performance shortcomings of existing worm gear, synchronous belt and traditional gear reduction mechanisms. The structure is simple and compact and does not require complex control logic, thus improving the durability and safety reliability of the power steering system.

[0008] In conjunction with the first aspect, in one possible implementation, the elastic element includes a connecting portion, an elastic portion, and an abutting portion connected in sequence, the abutting portion abutting against the housing, the connecting portion abutting against the connector, and the elastic portion being configured to allow the transition gear to engage with the preload of the connecting gear and the reduction gear.

[0009] In the above technical solution, the abutting part is stably supported on the outer shell, and the connecting part and the connecting piece are tightly fitted. When the connecting gear, transition gear and reduction gear in the reduction assembly have gaps due to wear, the elastic part can release the preload through its own deformation. The preload is transmitted to the transition gear through the connecting part and the connecting piece, and accurately drives it to move in the meshing direction of the connecting gear and the reduction gear, thus completing the automatic compensation of the gap and maintaining the backlash-free meshing state of the three. This solves the problem of increased noise caused by loose meshing in traditional gear reduction mechanisms.

[0010] In conjunction with the first aspect, in one possible implementation, the connecting portion and / or the abutting portion are provided with guide grooves, the elastic portion is inserted into the guide grooves, and the guide grooves are used to define the elastic deformation path of the elastic portion.

[0011] In the above technical solution, the guide groove can limit the elastic deformation path of the elastic part, avoid irregular deformation such as lateral displacement and twisting when the elastic part releases the preload or bears the reverse load, ensure that the elastic force is always transmitted along the meshing compensation direction required by the transition gear, make the movement of the transition gear to the connecting gear and the reduction gear more precise and stable, effectively ensure the consistency of the backlash-free meshing of the three, and eliminate the hidden dangers of gear meshing deviation, noise rebound or tooth skipping caused by the disorder of elastic deformation.

[0012] In conjunction with the first aspect, in one possible implementation, the adjusting mechanism further includes a constraint element, the constraint element comprising: A fixed bearing is connected to the housing; and A constraint rod includes a transmission part and a constraint part connected at an angle to the transmission part. The transmission part is connected to the connecting member radially along the transition gear, and the constraint part is parallel to the connecting member and connected to the fixed bearing. When the elastic element applies an adjustment force to the connector, the connector rotates with the constraint part as the hinge fulcrum, driving the transition gear to mesh with the connecting gear and the reduction gear.

[0013] In the above technical solution, when the connecting gear, transition gear, and reduction gear in the deceleration assembly develop gaps due to durability wear, the compensation force released by the elastic element is transmitted to the connecting element through the connecting element. At this time, the connecting element rotates with the constraint element as the hinge fulcrum, and the constraint element rotates synchronously relative to the sliding bearing. The double guiding constraint ensures that the transition gear moves precisely only in the direction of meshing with the connecting gear and the reduction gear, avoiding displacement deviation or lateral offset, efficiently realizing automatic gap compensation, and always maintaining a backlash-free meshing state among the three.

[0014] In conjunction with the first aspect, in one possible implementation, the housing has a receiving groove, the fixed bearing is embedded in the receiving groove, and is interference-fitted with the receiving groove.

[0015] In the above technical solution, the receiving groove provides a precise installation positioning reference for the fixed bearing. Combined with the interference fit assembly method, it can achieve a tight connection between the fixed bearing and the housing, effectively preventing the fixed bearing from axial movement or radial displacement when subjected to long-term rotational loads and vibration impacts, and ensuring the stability of the hinge support function of the constraint component.

[0016] In conjunction with the first aspect, in one possible implementation, the outer casing includes a base and a housing covering the base, the base having a guide channel extending radially along the connector, the elastic member being slidably disposed within the guide channel and abutting against the housing.

[0017] In the above technical solution, the guide channel provides precise installation positioning and motion guidance for the elastic element, limiting the elastic element to linear movement only along the radial direction of the connecting part. This ensures that the elastic force is always transmitted along the target direction of the transition gear meshing compensation, avoiding compensation force loss or gear meshing deviation caused by the elastic element's offset. At the same time, the elastic element and the housing form a stable force support. Combined with the split structure of the base and the housing, this facilitates the assembly and maintenance of components such as the elastic element and adjustment mechanism. Furthermore, the guide channel protects the elastic element, reducing external interference and wear, extending the service life of the elastic element, and ensuring the long-term stability of the preload.

[0018] In conjunction with the first aspect, in one possible implementation, the adjusting mechanism further includes an adjusting bushing sleeved outside the connecting member, the adjusting bushing being clearance-fitted with the connecting member and connected to the housing, the adjusting bushing being used to counteract the centrifugal force generated after the transition gear meshes with the connecting gear and the reduction gear.

[0019] In the above technical solution, the adjusting bushing can help counteract the centrifugal force generated during the meshing of the transition gear, reduce the shaking and uneven force of the connecting parts, reduce the risk of wear and deformation of the components, and extend the service life of the adjusting mechanism and the transmission mechanism. This solution has a simple and compact structure and is easy to assemble. Without increasing the complexity of the system, it further enhances the smoothness and reliability of the power steering system.

[0020] In conjunction with the first aspect, in one possible implementation, the outer casing has an assembly groove, and the end of the connector is inserted into the assembly groove and is clearance-fitted with the assembly groove.

[0021] In the above technical solution, the assembly slot provides the connector with precise installation positioning and movement space. The clearance fit ensures that the connector can flexibly realize the rotation and displacement of the drive transition gear to meet the motion requirements of clearance compensation, while avoiding rigid friction or jamming between the connector and the shell, thus reducing component wear.

[0022] In conjunction with the first aspect, in one possible implementation, a limiting groove is formed at the end of the elastic member, and the outer shell has a limiting protrusion adapted to the limiting groove. The limiting protrusion is inserted into the limiting groove to limit the elastic member circumferentially.

[0023] In the above technical solution, the insertion and engagement of the limiting protrusion and the limiting groove can effectively restrict the circumferential rotation of the elastic element during the working process, ensuring that the elastic element always releases the preload in the preset direction, and avoiding the offset of the compensation force transmission due to the torsion of the elastic element.

[0024] Secondly, embodiments of this application also provide a vehicle including the aforementioned power steering system.

[0025] The beneficial effects of the vehicle provided in this application are as follows: Compared with the prior art, the aforementioned power steering system utilizes an elastic element in the adjustment mechanism that possesses elastic deformation capability. This allows for precise drive of the transition gear towards the meshing direction of the connecting and reducing gears when wear gaps occur in the connecting gear, transition gear, and reduction gear due to long-term operation of the reduction assembly. This achieves automatic gap compensation, ensuring zero-backlash meshing among the three components. This fundamentally avoids the increased noise problem caused by loose meshing in traditional gear reduction mechanisms, ensuring the accuracy and continuity of power steering transmission. Simultaneously, the outer ring of the mounting bearing is coaxially embedded in the transition gear, and the connecting element is connected to the inner ring of the mounting bearing. This provides stable rotational support and motion guidance for the transition gear, while also flexibly adapting to minute displacements driven by the elastic element. This ensures uniform force and smooth movement during gear meshing, preventing jamming and further improving the stability of the power steering system. While retaining the inherent advantages of high strength and large torque transmission of the reduction assembly, this application makes up for the performance shortcomings of existing worm gear, synchronous belt and traditional gear reduction mechanisms. The structure is simple and compact and does not require complex control logic, thus improving the durability and safety reliability of the power steering system. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the steering assist system provided in an embodiment of this application; Figure 2 This is a partial schematic diagram of a power steering system provided in an embodiment of this application; Figure 3 This is a schematic diagram of the adjustment mechanism used in the embodiments of this application; Figure 4 This is a schematic diagram of the elastic element used in the embodiments of this application.

[0028] In the diagram: 1. Reduction assembly; 101. Housing; 1011. Base; 1012. Shell; 102. Transmission mechanism; 1021. Connecting gear; 1022. Transition gear; 1023. Reduction gear; 103. Adjustment mechanism; 1031. Elastic element; 1031-1. Connecting part; 1031-2. Elastic part; 1031-3. Abutting part; 1031-4. Limiting groove; 1032. Connecting piece; 1033. Mounting bearing; 104. Constraint element; 1041. Transmission part; 1042. Constraint part; 1043. Fixed bearing; 105. Adjusting bushing; 2. Driver; 3. Pull rod unit. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0030] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application 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 application.

[0031] 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. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a few" means two or more, unless otherwise explicitly specified.

[0032] It should be noted that the directions or positional relationships indicated by "front", "rear", "inner", "outer", "up", and "down" in this embodiment are based on the vehicle's own orientation. The front of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", the bottom of the vehicle represents "down", the "inner" side refers to the side facing the driver's cab, and the "outer" side refers to the side facing the driver's cab.

[0033] In addition, the front-rear direction of the vehicle body as defined in the embodiments of this application refers to the front-rear direction of the vehicle's forward direction during driving; the left-right direction of the vehicle body as defined refers to the left-right direction of the vehicle's forward direction during driving; and the up-down direction of the vehicle body as defined refers to the up-down direction of the vehicle's forward direction during driving.

[0034] Please refer to the following: Figures 1 to 4 The power steering system and vehicle provided in this application will now be described. The power steering system includes a power steering unit and a lever unit 3 connected to both ends of the power steering unit. The power steering unit includes a driver 2 and a reduction assembly 1 connected to the driver 2. The driver 2 is electrically or communicatively connected to the control system. The reduction assembly 1 includes a housing 101, a transmission mechanism 102, and an adjustment mechanism 103. The transmission mechanism 102 includes a connecting gear 1021, a transition gear 1022, and a reduction gear 1023 disposed within the housing 101. The connecting gear 1021 is connected to the driver 2 and meshes with the transition gear 1022. The reduction gear 1023 is connected to the lever unit 3 and meshes with the transition gear 1022. The adjustment mechanism 103 includes a mounting bearing 1033 and a connecting member 1032 connected to the inner ring of the mounting bearing 1033. It also includes an elastic member 1031. The outer ring of the mounting bearing 1033 is coaxially embedded in the transition gear 1022. The elastic member 1031 is configured with a preload force to keep the transition gear 1022 meshing with the connecting gear 1021 and the reduction gear 1023.

[0035] Compared with the prior art, the power steering system provided in this application has an elastic element 1031 in the adjusting mechanism 103 with elastic deformation capability. When wear gaps appear in the connecting gear 1021, transition gear 1022, and reduction gear 1023 due to long-term operation of the reduction assembly 1, the connecting element 1032 precisely drives the transition gear 1022 to move in the meshing direction of the connecting gear 1021 and reduction gear 1023, achieving automatic gap compensation and ensuring that the three gears are always meshed without backlash. This fundamentally avoids the noise increase problem caused by loose meshing in traditional gear reduction mechanisms, ensuring the accuracy and continuity of power steering transmission. Simultaneously, the outer ring of the mounting bearing 1033 is coaxially embedded in the transition gear 1022, and the connecting element 1032 is connected to the inner ring of the mounting bearing 1033. This provides stable rotational support and motion guidance for the transition gear 1022, and flexibly adapts to the small displacements driven by the elastic element 1031, ensuring uniform force and smooth movement during gear meshing, avoiding jamming faults, and further improving the stability of the power steering system. While retaining the inherent advantages of high strength and large torque transmission of the reduction component 1, this application makes up for the performance shortcomings of existing worm gear, synchronous belt and traditional gear reduction mechanisms. The structure is simple and compact and does not require complex control logic, thus improving the durability and safety reliability of the power steering system.

[0036] It should be noted that the control system refers to the vehicle's built-in infotainment control unit.

[0037] It should be noted that the tie rod unit 3 includes a lead screw assembly and a crossbar. The nut of the lead screw assembly is interference-fitted with the reduction gear 1023, and the screw of the lead screw assembly is connected to the crossbar.

[0038] It should be noted that, in order to demonstrate the structure of the transmission mechanism 102, Figure 2 Only a portion of the structure of the outer shell 101 is output.

[0039] It should be noted that the elastic deformation direction of the elastic element 1031 is determined according to the distribution of the connecting gear 1021, the transition gear 1022 and the reduction gear 1023, so as to ensure that after wear, the transition gear 1022 moves along a predetermined trajectory under the action of the elastic element 1031, thereby completing the meshing with the connecting gear 1021 and the reduction gear 1023.

[0040] Optionally, the axes of the connecting gear 1021, the transition gear 1022, and the reduction gear 1023 are parallel to each other and are distributed in a triangular shape.

[0041] Please see Figure 3 and Figure 4 In some embodiments, the elastic member 1031 includes a connecting portion 1031-1, an elastic portion 1031-2, and an abutting portion 1031-3 connected in sequence. The abutting portion 1031-3 abuts against the housing 101, the connecting portion 1031-1 abuts against the connecting member 1032, and the elastic portion 1031-2 is configured to allow the transition gear 1022 to engage with the connecting gear 1021 and the reduction gear 1023 under preload.

[0042] The elastic element 1031 adopts a scheme in which the connecting part 1031-1, the elastic part 1031-2 and the abutting part 1031-3 are connected in sequence. The abutting part 1031-3 is stably supported on the outer shell 101. The connecting part 1031-1 and the connecting member 1032 are tightly engaged. When the connecting gear 1021, the transition gear 1022 and the reduction gear 1023 in the reduction assembly 1 have gaps due to wear, the elastic part 1031-2 can release the preload through its own deformation. The preload is transmitted to the transition gear 1022 through the connecting part 1031-1 and the connecting member 1032, and precisely drives it to move in the meshing direction of the connecting gear 1021 and the reduction gear 1023. This completes the automatic compensation of the gap and maintains the backlash-free meshing state of the three. It solves the problems of increased noise and risk of tooth skipping caused by loose meshing in traditional gear reduction mechanisms, and ensures the continuity and accuracy of power steering transmission. Meanwhile, the elastic element 1031 has a simple structure and a clear force transmission path. It can continuously provide a stable preload to adapt to the long-term wear of the gears, and can also buffer the impact load during gear meshing through the flexible deformation of the elastic part 1031-2, avoiding jamming or uneven force when the transition gear 1022 is displaced, thus further improving the smoothness and durability of the transmission mechanism 102.

[0043] Please see Figure 4 In some embodiments, the connecting portion 1031-1 and / or the abutting portion 1031-3 are provided with guide grooves, and the elastic portion 1031-2 is inserted into the guide grooves. The guide grooves are used to limit the elastic deformation path of the elastic portion 1031-2.

[0044] The guide groove limits the elastic deformation path of the elastic part 1031-2, preventing irregular deformation such as lateral displacement and torsion when the elastic part 1031-2 releases preload or bears reverse load. This ensures that the elastic force is always transmitted along the required meshing compensation direction of the transition gear 1022, making the movement of the transition gear 1022 towards the connecting gear 1021 and the reduction gear 1023 more precise and stable. This effectively ensures the consistency of backlash-free meshing among the three, eliminating the risk of gear meshing deviation, noise rebound, or tooth skipping caused by disordered elastic deformation. At the same time, the limiting effect of the guide groove on the elastic part 1031-2 can also reduce fatigue damage during the long-term repeated deformation process of the elastic part 1031-2, extend the service life of the elastic element 1031, ensure the long-term stability of the preload, and thus improve the durability of the entire adjustment mechanism 103 and even the reduction assembly 1. This embodiment optimizes the transmission accuracy of elastic force while retaining the advantages of the elastic element 1031, such as simple structure and convenient assembly. It not only enhances the accuracy and effectiveness of automatic compensation for gear backlash but also further improves the operational stability and safety reliability of the power steering system.

[0045] Optionally, the connecting part 1031-1 is provided with a guide groove, and the abutting part 1031-3 includes an abutting section and an insertion section. The insertion section is inserted into the guide groove, and the elastic member 1031 is sleeved outside the insertion section and abuts against the end of the abutting section.

[0046] Please see Figures 2 to 3 In some embodiments, the adjusting mechanism 103 further includes a constraint member 104. The constraint member 104 includes a fixed bearing 1043 connected to the housing 101 and a constraint rod connected to the fixed bearing 1043. The constraint member 104 includes a transmission part 1041 and a constraint part 1042 connected to the transmission part 1041 at an angle. The transmission part 1041 is radially connected to the connecting member 1032 along the transition gear 1022. The constraint part 1042 is parallel to the connecting member 1032 and connected to the fixed bearing 1043. When the elastic member 1031 applies an adjusting force to the connecting member 1032, the connecting member 1032 rotates with the constraint part 1042 as the hinge fulcrum, driving the transition gear 1022 to mesh with the connecting gear 1021 and the reduction gear 1023.

[0047] When the connecting gear 1021, transition gear 1022, and reduction gear 1023 in the reduction assembly 1 develop gaps due to wear, the compensating force released by the elastic element 1031 is transmitted to the connecting element 1032 through the connecting element. At this time, the connecting element 1032 rotates with the constraint element 104 as the hinge fulcrum, and the constraint element 104 rotates synchronously relative to the sliding bearing. The double guiding constraint ensures that the transition gear 1022 moves precisely only in the meshing direction toward the connecting gear 1021 and the reduction gear 1023, avoiding displacement deviation or lateral offset, and efficiently realizing automatic gap compensation. It always maintains a backlash-free meshing state among the three, fundamentally eliminating the risk of increased noise and tooth skipping caused by loose meshing in traditional gear reduction mechanisms, and ensuring the continuity and accuracy of power steering transmission. Meanwhile, this embodiment provides stable motion trajectory limitation and force support for the transition gear 1022, reduces impact and shaking during gear meshing, avoids jamming or uneven force, extends the service life of the transmission part 1041 and the elastic part 1031, and further enhances the durability and reliability of the adjustment mechanism 103.

[0048] Optionally, the fixed bearing 1043 is a sliding bearing. Sliding bearings have a simple structure and low frictional resistance, providing stable hinged support for the constraint member 104 and adapting to the relative rotational requirements of the constraint member 104 and the connecting member 1032, reducing frictional losses and the risk of jamming during operation. When gear wear creates clearance, the compensating force of the elastic member 1031 can drive the connecting member 1032 to rotate smoothly around the constraint member 104 supported by the sliding bearing, causing the transition gear 1022 to move precisely in the meshing direction, efficiently completing clearance compensation for backlash-free meshing. Simultaneously, the flexible adaptability of the sliding bearing can buffer the impact load of the gear transmission, reducing noise and component wear.

[0049] Optionally, the fixed bearing 1043 is provided with a bearing housing, which is connected to the housing 101. The bearing housing provides a stable mounting carrier for the fixed bearing 1043. Through the reliable connection with the housing 101, the installation and positioning of the fixed bearing 1043 is more accurate, preventing it from shifting or loosening during long-term rotation or under stress.

[0050] Please see Figure 2 In some embodiments, the housing 101 has a receiving groove, and the fixed bearing 1043 is embedded in the receiving groove and is interference-fitted with the receiving groove.

[0051] The receiving groove provides a precise installation positioning reference for the fixed bearing 1043. Combined with the interference fit assembly method, it enables a tight connection between the fixed bearing 1043 and the housing 101, effectively preventing axial movement or radial displacement of the fixed bearing 1043 when subjected to long-term rotating loads and vibration impacts, and ensuring the stability of the hinge support function of the constraint member 104. At the same time, the interference fit connection method provides better sealing performance, reducing the intrusion of external dust and impurities into the fixed bearing 1043, protecting the operating environment of the fixed bearing 1043, reducing the risk of wear and jamming, and extending the service life of the fixed bearing 1043 and the entire adjustment mechanism 103.

[0052] Please see Figure 2 In some embodiments, the outer casing 101 includes a base 1011 and a housing 1012 covering the base 1011. The base 1011 has a guide channel that extends radially along the connector 1032. An elastic member 1031 is slidably disposed in the guide channel and abuts against the housing 1012.

[0053] The guide channel provides precise installation positioning and motion guidance for the elastic element 1031, limiting its movement to a linear motion only along the radial direction of the connecting member 1032. This ensures that the elastic force is always transmitted along the target direction of the meshing compensation of the transition gear 1022, avoiding compensation force loss or gear meshing deviation caused by the offset of the elastic element 1031. Simultaneously, the elastic element 1031 abuts against the housing 1012 to form a stable force support. Combined with the detachable structure of the base 1011 and housing 1012, this facilitates the assembly and maintenance of components such as the elastic element 1031 and the adjustment mechanism 103. Furthermore, the guide channel protects the elastic element 1031, reducing external interference and wear, extending its service life, and ensuring the long-term stability of the preload. This embodiment further optimizes the accuracy of clearance compensation and the practicality of mechanism assembly, ensuring reliable backlash-free meshing of the transition gear 1022, and continuously improving the operational stability, assembly convenience, and safety reliability of the power steering system.

[0054] Please see Figures 2 to 3In some embodiments, the adjustment mechanism 103 further includes an adjustment bushing 105 sleeved outside the connector 1032. The adjustment bushing 105 is clearance-fitted with the connector 1032 and connected to the housing 101. The adjustment bushing 105 is used to counteract the centrifugal force generated after the transition gear 1022 meshes with the connecting gear 1021 and the reduction gear 1023.

[0055] The adjusting bushing 105 is fitted outside the connector 1032 and has a clearance fit with the connector 1032. It is also securely connected to the housing 101. This design does not interfere with the clearance compensation displacement of the transition gear 1022 driven by the connector 1032 under the drive of the elastic element 1031, ensuring that the transition gear 1022 can move precisely towards the connecting gear 1021 and the reduction gear 1023 to achieve backlash-free meshing. After the transition gear 1022 has completed re-meshing, it forms reliable support through precise contact with the edge of the connector 1032, effectively offsetting the reverse separation force generated by gear meshing. This prevents the transition gear 1022 from being pushed away from the meshing position by the separation force, eliminating the risk of meshing looseness, noise rebound, and tooth skipping, and ensuring the accuracy and continuity of power steering transmission. Meanwhile, the adjusting bushing 105 can help counteract the centrifugal force generated during the meshing of the transition gear 1022, reduce the shaking and uneven force of the connecting part 1032, reduce the risk of component wear and deformation, and extend the service life of the adjusting mechanism 103 and the transmission mechanism 102. This solution has a simple and compact structure and is easy to assemble. Without increasing the complexity of the system, it further enhances the smoothness and reliability of the power steering system.

[0056] Optionally, the housing 101 has a fixing groove for accommodating the adjusting bushing 105, and the adjusting bushing 105 is interference-fitted with the fixing groove.

[0057] Please see Figure 2 In some embodiments, the housing 101 has an assembly groove, and the end of the connector 1032 is inserted into the assembly groove and is clearance-fitted with the assembly groove.

[0058] The assembly slot provides precise installation positioning and movement space for the connector 1032. The clearance fit ensures that the connector 1032 can flexibly drive the transition gear 1022 to rotate and move, meeting the motion requirements of clearance compensation, while avoiding rigid friction or jamming between the connector 1032 and the housing 101, thus reducing component wear.

[0059] Optionally, one end of the connector 1032 is inserted into the assembly slot, and the other end is connected to the adjusting bushing 105.

[0060] Please see Figures 3 to 4In some embodiments, a limiting groove 1031-4 is provided at the end of the elastic member 1031, and the outer shell 101 has a limiting protrusion adapted to the limiting groove 1031-4. The limiting protrusion is inserted into the limiting groove 1031-4 and is used to limit the elastic member 1031 circumferentially.

[0061] The insertion and engagement of the limiting protrusion and the limiting groove 1031-4 effectively restricts the circumferential rotation of the elastic element 1031 during operation, ensuring that the elastic element 1031 always releases preload in the preset direction. This prevents the compensation force transmission from shifting due to the torsion of the elastic element 1031, ensuring precise and controllable movement of the transition gear 1022 towards the connecting gear 1021 and the reduction gear 1023, and stably achieving backlash-free meshing. Simultaneously, the limiting structure reduces irregular wear of the elastic element 1031 during long-term repeated deformation, extending its service life. Furthermore, the simple structural design and convenient assembly further improve the reliability of backlash compensation and the operational stability of the power steering system without increasing system complexity.

[0062] Based on the same inventive concept, this application also provides a vehicle. The vehicle includes the aforementioned power steering system.

[0063] The vehicle provided by this utility model adopts the aforementioned power steering system. The elastic element 1031 in the adjustment mechanism 103 has elastic deformation capability. When the connecting gear 1021, transition gear 1022, and reduction gear 1023 experience wear gaps due to long-term operation of the reduction assembly 1, the connecting element 1032 precisely drives the transition gear 1022 to move in the meshing direction of the connecting gear 1021 and the reduction gear 1023, thereby achieving automatic compensation of the gaps and ensuring that the three are always meshed without backlash. This fundamentally avoids the problem of increased noise caused by loose meshing in traditional gear reduction mechanisms, ensuring the accuracy and continuity of power steering transmission. Meanwhile, the outer ring of the mounting bearing 1033 is coaxially embedded in the transition gear 1022, and the connecting piece 1032 is connected to the inner ring of the mounting bearing 1033. This provides stable rotational support and motion guidance for the transition gear 1022, and can flexibly adapt to the small displacement driven by the elastic element 1031, ensuring uniform force and smooth movement during gear meshing, avoiding jamming failures, and further improving the stability of the power steering system. This application, while retaining the inherent advantages of high strength and large torque transmission of the reduction assembly 1, overcomes the performance shortcomings of existing worm gear, synchronous belt, and traditional gear reduction mechanisms. The structure is simple and compact, requiring no complex control logic, thus improving the durability and reliability of the power steering system.

[0064] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A power steering system, characterized in that, The system includes an assist unit and a lever unit (3) connected to both ends of the assist unit. The assist unit includes a driver (2) and a reduction assembly (1) connected to the driver (2). The driver (2) is electrically or communicatively connected to the control system. The reduction assembly (1) includes: Outer shell (101); The transmission mechanism (102) includes a connecting gear (1021), a transition gear (1022), and a reduction gear (1023) disposed within the housing (101). The connecting gear (1021) is connected to the driver (2) and meshes with the transition gear (1022). The reduction gear (1023) is connected to the tie rod unit (3) and meshes with the transition gear (1022). The adjusting mechanism (103) includes a mounting bearing (1033) and a connecting member (1032) connected to the inner ring of the mounting bearing (1033), and also includes an elastic member (1031). The outer ring of the mounting bearing (1033) is coaxially embedded in the transition gear (1022). The elastic member (1031) is configured with a preload force to keep the transition gear (1022) meshing with the connecting gear (1021) and the reduction gear (1023).

2. The power steering system as described in claim 1, characterized in that, The elastic element (1031) includes a connecting portion (1031-1), an elastic portion (1031-2), and an abutting portion (1031-3) connected in sequence. The abutting portion (1031-3) abuts against the housing (101), and the connecting portion (1031-1) abuts against the connecting member (1032). The elastic portion (1031-2) is configured to allow the transition gear (1022) to engage with the connecting gear (1021) and the reduction gear (1023) under preload.

3. The power steering system as described in claim 2, characterized in that, The connecting part (1031-1) and / or the abutting part (1031-3) are provided with guide grooves, and the elastic part (1031-2) is inserted into the guide grooves. The guide grooves are used to limit the elastic deformation path of the elastic part (1031-2).

4. The power steering system as described in claim 1, characterized in that, The adjusting mechanism (103) further includes a constraint member (104), the constraint member (104) comprising: A fixed bearing (1043) is connected to the housing (101); and The constraint rod includes a transmission part (1041) and a constraint part (1042) connected at an angle to the transmission part (1041). The transmission part (1041) is radially connected to the connecting member (1032) along the transition gear (1022). The constraint part (1042) is parallel to the connecting member (1032) and connected to the fixed bearing (1043). When the elastic element (1031) applies an adjustment force to the connecting member (1032), the connecting member (1032) rotates with the constraint part (1042) as the hinge fulcrum, driving the transition gear (1022) to mesh with the connecting gear (1021) and the reduction gear (1023).

5. The power steering system as described in claim 4, characterized in that, The outer casing (101) has a receiving groove, and the fixed bearing (1043) is embedded in the receiving groove and is interference-fitted with the receiving groove.

6. The power steering system as described in claim 1, characterized in that, The outer casing (101) includes a base (1011) and a housing (1012) covering the base (1011). The base (1011) has a guide channel that extends radially along the connector (1032). The elastic member (1031) is slidably disposed in the guide channel and abuts against the housing (1012).

7. The power steering system as described in claim 1, characterized in that, The adjustment mechanism (103) further includes an adjustment bushing (105) sleeved outside the connector (1032). The adjustment bushing (105) is clearance-fitted with the connector (1032) and connected to the housing (101). The adjustment bushing (105) is used to counteract the centrifugal force generated after the transition gear (1022) meshes with the connecting gear (1021) and the reduction gear (1023).

8. The power steering system as described in claim 1, characterized in that, The outer casing (101) has an assembly groove, and the end of the connector (1032) is inserted into the assembly groove and is clearance-fitted with the assembly groove.

9. The power steering system as described in claim 1, characterized in that, The end of the elastic member (1031) is provided with a limiting groove (1031-4), and the outer shell (101) has a limiting protrusion adapted to the limiting groove (1031-4). The limiting protrusion is inserted into the limiting groove (1031-4) and is used to limit the elastic member (1031) circumferentially.

10. A vehicle, characterized in that, The power steering system having any one of claims 1-9.

Images