Electric power steering apparatus and control method therefor, propulsor, and water area movable device

Abstract

An electric power steering apparatus (100) and a control method therefor, a propulsor (200), and a water area movable device (1000). The electric power steering apparatus (100) comprises a steering shaft (10), a steering actuator (20), a locking assembly (30), and a control element (40). The locking assembly (30) is arranged on an actuation path from the steering actuator (20) to the steering shaft (10). The control element (40) is electrically connected to the locking assembly (30). The control element (40) is used for controlling the locking assembly (30) to be in a first state or a second state. When the locking assembly (30) is in the first state, the locking assembly (30) allows the steering actuator (20) to output a steering torque to the steering shaft (10); and when the locking assembly (30) is in the second state, the locking assembly (30) positions the steering shaft (10).

Description

Electric steering device and control method thereof, propeller and mobile device in water area Technical Field

[0001] The present application relates to the technical field of electronic equipment, and in particular to an electric steering device and a control method thereof, a propeller, and a movable device in water. Background Art

[0002] While underway, ships typically steer by adjusting the direction of their propellers. This steering method requires a steering mechanism to adjust the propeller's direction. Common steering mechanisms for marine propellers include mechanical, hydraulic, and electric. Electric steering mechanisms detect the steering wheel's rotation angle to control the motor's rotation angle, thereby driving the propeller. However, electric steering mechanisms generally lack a self-locking function, making it susceptible to external forces causing the propeller to steer and deviate from its intended direction.

[0003] Summary of the Invention

[0004] The embodiments of the present application provide an electric steering device and a control method thereof, a propeller, and a movable device in water areas.

[0005] The electric steering device of an embodiment of the present application includes a steering shaft, a steering actuator, a locking assembly and a control element. The locking assembly is arranged on an actuation path from the steering actuator to the steering shaft. The control element is electrically connected to the locking assembly. The control element is used to control the locking assembly to be in a first state or a second state. When the locking assembly is in the first state, the locking assembly allows the steering actuator to output steering torque to the steering shaft; when the locking assembly is in the second state, the locking assembly positions the steering shaft.

[0006] A control method for an electric steering device according to an embodiment of the present application includes: the electric steering device including a steering shaft, a steering actuator, and a locking assembly, wherein the locking assembly is disposed on an actuation path from the steering actuator to the steering shaft; the control method includes:

[0007] Get the steering status;

[0008] The locking assembly is controlled to be in a first state or a second state according to the steering state, wherein when the locking assembly is in the first state, the locking assembly allows the steering actuator to output steering torque to the steering shaft; when the locking assembly is in the second state, the locking assembly positions the steering shaft.

[0009] The propeller of the embodiment of the present application includes:

[0010] frame;

[0011] A propulsion device provided on the frame, the propulsion device being used to provide propulsion force; and

[0012] An electric steering device, the electric steering device is used to drive the steering of the frame, the electric steering device includes a steering shaft, a steering actuator, a locking assembly and a control element, the locking assembly is arranged on an actuation path from the steering actuator to the steering shaft, the control element is electrically connected to the locking assembly, the control element is used to control the locking assembly to be in a first state or a second state, when the locking assembly is in the first state, the locking assembly allows the steering actuator to output steering torque to the steering shaft; when the locking assembly is in the second state, the locking assembly positions the steering shaft.

[0013] The mobile equipment in water area of ​​the embodiment of the present application includes:

[0014] A propeller, the propeller comprising a frame, a propulsion device and an electric steering device provided on the frame, the propulsion device being used to provide propulsion force, the electric steering device being used to drive the frame to steer, the electric steering device comprising a steering shaft, a steering actuator, a locking assembly and a control element, the locking assembly being arranged on an actuation path from the steering actuator to the steering shaft, the control element being electrically connected to the locking assembly, the control element being used to control the locking assembly to be in a first state or a second state, when the locking assembly is in the first state, the locking assembly allows the steering actuator to output steering torque to the steering shaft; when the locking assembly is in the second state, the locking assembly positions the steering shaft; and

[0015] A water area carrier, wherein the propeller is connected to the water area carrier.

[0016] In the electric steering device and control method thereof, the propeller, and the mobile device for use in water, according to embodiments of the present application, a locking assembly is disposed on the actuation path from the steering actuator to the steering shaft. A control element is used to control the locking assembly to be in a first state or a second state, thereby allowing the steering actuator to output steering torque to the steering shaft or to position the steering shaft. This allows the steering shaft to rotate freely and steer when steering is required; when steering is not required, the steering shaft is locked to prevent the propeller from rotating and deviating from its direction when subjected to external forces.

[0017] Additional aspects and advantages of the embodiments of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] FIG1 is a schematic structural diagram of a propeller according to certain embodiments of the present application;

[0020] FIG2 is a schematic perspective structural diagram of an electric power steering device according to certain embodiments of the present application from one perspective;

[0021] FIG3 is a schematic perspective structural diagram of the electric power steering device shown in FIG2 from another perspective;

[0022] FIG4 is a schematic cross-sectional view of the electric power steering device shown in FIG2 ;

[0023] FIG5 is a schematic diagram of a module of an electric power steering device according to certain embodiments of the present application;

[0024] FIG6 is a schematic diagram of a module of an electric power steering device according to certain embodiments of the present application;

[0025] FIG7 is a schematic diagram of a partial cross-sectional structure of the electric power steering device shown in FIG2 ;

[0026] FIG8 is a schematic diagram of a module of an electric power steering device according to certain embodiments of the present application;

[0027] FIG9 is a schematic diagram of a module of an electric power steering device according to certain embodiments of the present application;

[0028] FIG10 is a schematic diagram of a module of an electric power steering device according to certain embodiments of the present application;

[0029] FIG11 is a schematic diagram of a module of an electric power steering device according to certain embodiments of the present application;

[0030] FIG12 is a schematic diagram of a partially exploded structure of the electric power steering device shown in FIG2 ;

[0031] FIG13 is an enlarged structural diagram of part XIII in FIG7;

[0032] FIG14 is a schematic perspective structural diagram of an electric power steering device according to certain embodiments of the present application from one perspective;

[0033] FIG15 is a schematic perspective structural diagram of the electric power steering device shown in FIG14 from another perspective;

[0034] FIG16 is a schematic cross-sectional view of the electric power steering device shown in FIG14;

[0035] FIG17 is a schematic perspective structural diagram of the electric power steering device shown in FIG14 from another perspective;

[0036] FIG18 is a flow chart of a control method for an electric power steering device according to certain embodiments of the present application;

[0037] FIG19 is a flow chart of a control method for an electric power steering device according to certain embodiments of the present application;

[0038] FIG20 is a flow chart of a control method for an electric power steering device according to certain embodiments of the present application;

[0039] FIG21 is a flow chart of a control method for an electric power steering device according to certain embodiments of the present application;

[0040] FIG22 is a flow chart of a control method for an electric power steering device according to certain embodiments of the present application;

[0041] FIG23 is a schematic diagram of the three-dimensional structure of a connection assembly according to certain embodiments of the present application;

[0042] FIG24 is a simplified schematic diagram of the structure of a connection assembly according to certain embodiments of the present application;

[0043] FIG25 is a schematic structural diagram of a propeller according to certain embodiments of the present application;

[0044] Figure 26 is a schematic structural diagram of a movable device in water area in certain embodiments of the present application.

[0045] Description of main components and symbols:

[0046] Electric steering device 100, steering shaft 10, first end 11 of steering shaft, second end 12 of steering shaft, steering actuator 20, drive shaft 21, first end 211 of drive shaft, second end 212 of drive shaft, drive housing 22, front end cover 221, front end cover through hole 2211, middle housing 222, rear end cover 223, rear end cover through hole 2231, locking assembly 30, electromagnetic brake 31, blocking member 311, plate assembly 3111, fixed plate 3113, movable plate 3114, locking rod 3112, electromagnetic member 312, through hole 3121, electromagnetic housing 313, anti-rotation member 32, adapter 321, first end 3211, second end 3212, connecting piece 322, locking chuck 323, fixing member 33, annular groove 331, anti-loosening member 34, locking flange 35, bottom Part 351, top 352, side 353, avoidance hole 3531, micro switch 36, control element 40, transmission mechanism 50, reduction assembly 51, reduction output shaft 512, reduction housing 513, torque increasing assembly 52, first gear 521, second gear 522, torque increasing housing 525, steering bracket 60, propeller 200, frame 210, propulsion device 220, propulsion actuator 221, propeller 222, connecting assembly 230, fixed bracket 231, rotating bracket 232, power mechanism 233, first end 2331 of power mechanism, second end 2332 of power mechanism, telescopic assembly 2333, main body 2334, telescopic rod 2335, first connecting mechanism 234, second connecting mechanism 235, water area movable device 1000, water area carrier 1001. DETAILED DESCRIPTION

[0047] The following embodiments of the technical solution of the present application are described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0048] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0049] In the description of the embodiments of this application, the technical terms "first" and "second" are used only to distinguish different objects and should not be understood to indicate or imply relative importance or implicitly specify the quantity, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "plurality" is more than two, unless otherwise specifically defined.

[0050] Reference herein to an "embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it refer to independent or alternative embodiments that are mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0051] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the related objects are in an "or" relationship.

[0052] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0053] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present 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 and operated in a specific orientation. Therefore, they should not be understood as limiting the embodiments of the present application.

[0054] In the description of the embodiments of this application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connect," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of this application based on specific circumstances.

[0055] Referring to Figures 1 to 5, an embodiment of the present application provides an electric steering device 100. The electric steering device 100 includes a steering shaft 10, a steering actuator 20, a locking assembly 30, and a control element 40. The locking assembly 30 is arranged on an actuation path from the steering actuator 20 to the steering shaft 10. The control element 40 is electrically connected to the locking assembly 30. The control element 40 is used to control the locking assembly 30 to be in a first state or a second state. When the locking assembly 30 is in the first state, the locking assembly 30 allows the steering actuator 20 to output steering torque to the steering shaft 10; when the locking assembly 30 is in the second state, the locking assembly 30 positions the steering shaft 10.

[0056] In the electric steering device 100 according to the embodiment of the present application, a locking assembly 30 is disposed on the actuation path from the steering actuator 20 to the steering shaft 10. A control element 40 is used to control the locking assembly 30 to be in a first state or a second state, thereby allowing the steering actuator 20 to output steering torque to the steering shaft 10 or to position the steering shaft 10. This allows the steering shaft 10 to rotate freely and steer when steering is required; when steering is not required, the steering shaft 10 is locked to prevent the steering shaft 10 from rotating and deviating from its direction when the propeller 200 is subjected to external forces.

[0057] Specifically, the steering actuator 20 may be a steering motor. The steering actuator 20 and the steering shaft 10 may be directly connected or indirectly connected via a transmission mechanism 50. When the steering actuator 20 and the steering shaft 10 are directly connected, the locking assembly 30 may be disposed on the steering actuator 20, or between the steering actuator 20 and the steering shaft 10, or on the steering shaft 10. When the steering actuator 20 and the steering shaft 10 are indirectly connected via a transmission mechanism 50, the locking assembly 30 may be disposed on the steering actuator 20, or between the steering actuator 20 and the transmission mechanism 50, or on the transmission mechanism 50, or between the transmission mechanism 50 and the steering shaft 10, or on the steering shaft 10.

[0058] The control element 40 is, for example, a controller that controls the speed and direction of the steering actuator 20. The control element 40 can receive a control signal from a central processing unit and control the locking assembly 30 to be in the first state or the second state based on the control signal. The central processing unit can be provided in an external terminal device (such as a remote control handle, a mobile phone, or a tablet computer) or in the thruster 200. The control element 40 can also obtain a steering state and control the locking assembly 30 to be in the first state or the second state based on the steering state. The steering state includes the steering signal of the electric steering device 100 and the control signal of the steering control device.

[0059] When the steering state includes a steering signal from the electric steering device 100, the control element 40 obtains the steering signal from the electric steering device 100 and controls the locking assembly 30 to be in the first state or the second state based on the steering signal. Specifically, when the control element 40 obtains a normal steering signal from the electric steering device 100, the locking assembly 30 is controlled to be in the first state based on the normal steering signal. When the control element 40 obtains an abnormal steering signal from the electric steering device 100, the locking assembly 30 is controlled to be in the second state based on the abnormal steering signal. The electric steering device 100 may further include a driver for driving the steering actuator 20. The driver may be integrated with the controller in the control element 40, or the driver may be provided independently of the control element 40. When the electric steering device 100 experiences any one or more of the following steering abnormalities, such as a steering actuator 20 failure, a driver failure, a steering actuator 20 power failure, or a driver power failure, the control element 40 detects the abnormal steering signal and controls the locking assembly 30 to be in the second state based on the abnormal steering signal. When the abnormal steering condition of the electric power steering device 100 is eliminated, the control element 40 detects a normal steering signal and controls the locking assembly 30 to be in the first state according to the normal steering signal.

[0060] When the steering state includes a control signal from a steering control device, the control element 40 acquires the control signal from the steering control device and controls the locking assembly 30 to either the first state or the second state based on the control signal. Specifically, when the control element 40 acquires a normal control signal from the steering control device, the locking assembly 30 is controlled to the first state based on the normal control signal. When the control element 40 acquires an abnormal control signal from the steering control device, the locking assembly 30 is controlled to the second state based on the abnormal control signal. The steering control device is electrically connected to the electric steering device 100 and is used to control steering of the electric steering device 100. When the steering control device experiences any one or more of the following abnormal control conditions, such as a control position sensing failure (e.g., failure to detect the steering position, position data loss, position data inconsistent with actual control), a power failure, or other abnormal control conditions, the control element 40 detects the abnormal control signal and controls the locking assembly 30 to the second state based on the abnormal control signal. When the abnormal control condition of the steering control device is resolved, the control element 40 detects the normal control signal and controls the locking assembly 30 to the first state based on the normal control signal.

[0061] The control element 40 is electrically connected to the locking assembly 30 to control the locking assembly 30 to be in a first state or a second state. The difference between the first state and the second state of the locking assembly 30 includes, but is not limited to, structural changes and / or position changes. When the locking assembly 30 is in the first state, the locking assembly 30 allows the steering actuator 20 to output steering torque to the steering shaft 10, for example, the steering actuator 20 directly outputs steering torque to the steering shaft 10, or indirectly outputs steering torque to the steering shaft 10 through the transmission mechanism 50; when the locking assembly 30 is in the second state, the locking assembly 30 positions the steering shaft 10, for example, directly positions the steering shaft 10, or positions any element on the actuation path from the steering actuator 20 to the steering shaft 10, thereby achieving positioning of the steering shaft 10.

[0062] 4 and 5 , in some embodiments, the steering actuator 20 includes a drive shaft 21 connected to the steering shaft 10. A locking assembly 30 may be disposed between the steering actuator 20 and the steering shaft 10. When the locking assembly 30 is in a second state, the locking assembly 30 positions one of the drive shaft 21 and the steering shaft 10.

[0063] 1 and 4 , in some embodiments, the steering actuator 20 includes a drive shaft 21. The drive shaft 21 is connected to the steering shaft 10 via a transmission mechanism 50. When the locking assembly 30 is in the second state, the locking assembly 30 positions one of the drive shaft 21, the transmission mechanism 50, and the steering shaft 10.

[0064] Specifically, the steering actuator 20 can output steering torque to the steering shaft 10 via the drive shaft 21. In the embodiment of the present application, the drive shaft 21 is connected to the steering shaft 10 via the transmission mechanism 50. The drive shaft 21 and the steering shaft 10 can be arranged on the same side of the transmission mechanism 50 (for example, the drive shaft 21 and the steering shaft 10 are both located on the side of the transmission mechanism 50 close to the steering actuator 20 (i.e., below the transmission mechanism 50 in FIG1 )), and the axial direction of the drive shaft 21 is parallel to the axial direction of the steering shaft 10, so that the dimension of the electric steering device 100 in the height direction (i.e., the axial direction of the drive shaft 21 or the axial direction of the steering shaft 10) is small.

[0065] The locking assembly 30 can position one of the drive shaft 21, the transmission mechanism 50, and the steering shaft 10. Positioning is achieved by restricting the moving parts of the drive shaft 21, the transmission mechanism 50, and the steering shaft 10 along the actuation path, thereby preventing them from outputting steering torque relative to their bearing components. When the locking assembly 30 positions the drive shaft 21, the drive shaft 21 stops outputting steering torque, preventing the transmission mechanism 50 from outputting steering torque to the steering shaft 10, thereby achieving positioning of the steering shaft 10. When the locking assembly 30 positions the transmission mechanism 50, the transmission mechanism 50 stops outputting steering torque, preventing the transmission mechanism 50 from outputting steering torque to the steering shaft 10, thereby achieving positioning of the steering shaft 10. When the locking assembly 30 positions the steering shaft 10, the steering shaft 10 stops outputting steering torque, thereby achieving positioning of the steering shaft 10.

[0066] Referring to Figures 1 and 4 , in certain embodiments, the transmission mechanism 50 includes a reduction assembly 51 and a torque-increasing assembly 52. ​​The reduction assembly 51 is connected to the drive shaft 21 and is configured to reduce the steering torque output by the steering actuator 20. The torque-increasing assembly 52 is connected to the reduction assembly 51 and the steering shaft 10 and is configured to increase the reduced steering torque and output it to the steering shaft 10.

[0067] Specifically, the reduction assembly 51 may include a planetary reducer, a worm gear reducer, or a gear train reducer. The torque-increasing assembly 52 may include a first gear 521 and a second gear 522, wherein the first gear 521 meshes with the second gear 522. The first gear 521 is connected to the reduction assembly 51 to receive the steering torque output by the reduction assembly 51. The second gear 522 is connected to the steering shaft 10 to output the steering torque to the steering shaft 10. The diameter of the first gear 521 is smaller than the diameter of the second gear 522. The first gear 521 is a circular gear, and the second gear 522 is a sector gear, thereby increasing the steering torque.

[0068] In the embodiment of the present application, the steering torque output by the steering actuator 20 is sequentially output to the steering shaft 10 via the drive shaft 21, the reduction assembly 51, and the torque increasing assembly 52, so as to drive the frame 210 (as shown in FIG. 1 ) of the propeller 200 to steer through the steering shaft 10, thereby achieving heading adjustment.

[0069] 4 and 6 , in some embodiments, the locking assembly 30 is disposed at an end of the steering actuator 20 away from the deceleration assembly 51. When the locking assembly 30 is in the second state, the locking assembly 30 positions the end of the drive shaft 21 away from the deceleration assembly 51.

[0070] Specifically, referring to FIG7 , the steering actuator 20 may include a drive housing 22, wherein the drive shaft 21 is partially housed in the drive housing 22 and partially extends from the drive housing 22. For example, the drive housing 22 includes a front end cover 221, a middle housing 222, and a rear end cover 223, wherein the front end cover 221 and the rear end cover 223 are respectively disposed at both ends of the middle housing 222 to form an accommodating cavity. The drive shaft 21 includes a first end 211 and a second end 212 opposite to each other. The front end cover 221 is provided with a front end cover through hole 2211, and the first end 211 of the drive shaft 21 extends from the front end cover through hole 2211 and is used to output steering torque to the steering shaft 10. The rear end cover 223 is provided with a rear end cover through hole 2231, and the second end 212 of the drive shaft 21 extends from the rear end cover through hole 2231. The locking assembly 30 is arranged on the rear end cover 223. When the locking assembly 30 positions one end of the drive shaft 21 away from the reduction assembly 51, the locking assembly 30 positions the second end 212 of the drive shaft 21, that is, limits the drive shaft 21 from being fixed relative to the rear end cover 223, so that the drive shaft 21 stops outputting steering torque.

[0071] In the embodiment of the present application, since the locking assembly 30 positions the end of the drive shaft 21 away from the reduction assembly 51, the structural improvement is relatively simple and convenient for the component arrangement design. It is only necessary to extend the length of the end of the drive shaft 21 close to the reduction assembly 51 and add a locking assembly 30 to the end of the steering actuator 20 away from the reduction assembly 51. There is no need to improve the original structure on the actuation path (the end of the steering actuator 20 close to the reduction assembly 51 and the subsequent transmission mechanism 50, etc.).

[0072] Please refer to Figure 8, which can be referred to in conjunction with Figures 4 and 7. Figure 8 is an improved embodiment of Figures 4 and 7 and is substantially the same as Figure 7, except that the locking assembly 30 is disposed between the steering actuator 20 and the reduction assembly 51. For example, the locking assembly 30 is disposed on the side of the steering actuator 20 facing the reduction assembly 51, or the locking assembly 30 is disposed on the side of the reduction assembly 51 facing the steering actuator 20.

[0073] In one embodiment, when the locking assembly 30 is in the second state, the locking assembly 30 positions one end of the drive shaft 21 connected to the reduction assembly 51. At this time, the steering actuator 20 may include a drive housing 22, and the drive shaft 21 is partially housed in the drive housing 22 and partially extends from the drive housing 22. For example, the drive housing 22 includes a front end cover 221, a middle housing 222, and a rear end cover 223, and the front end cover 221 and the rear end cover 223 are respectively arranged at both ends of the middle housing 222 to form a accommodating cavity. The drive shaft 21 includes a first end 211 and a second end 212 opposite to each other. The front end cover 221 is provided with a front end cover through hole 2211, and the first end 211 of the drive shaft 21 extends from the front end cover through hole 2211 and is used to output steering torque to the steering shaft 10. The second end 212 of the drive shaft 21 is accommodated in the rear end cover 223. The locking assembly 30 can be set on the front end cover 221. When the locking assembly 30 positions one end of the drive shaft 21 connected to the deceleration assembly 51, the locking assembly 30 positions the first end 211 of the drive shaft 21, that is, limits the drive shaft 21 to be fixed relative to the front end cover 221, so that the drive shaft 21 stops outputting steering torque.

[0074] In one embodiment, the reduction assembly 51 is provided with a reduction input shaft connected to the drive shaft 21. When the locking assembly 30 is in the second state, the locking assembly 30 positions the reduction input shaft. At this time, the reduction assembly 51 may include a reduction housing 513 (as shown in Figure 4), and the reduction input shaft extends from the reduction housing 513 on a side close to the steering actuator 20. The reduction input shaft and the drive shaft 21 can be directly connected, or connected by a pin, or connected by a coupling, or fixed by a spline structure, which is not limited here. The reduction assembly 51 and the steering actuator 20 are connected to the drive shaft 21 via the reduction input shaft, so as to realize the transmission of steering torque from the steering actuator 20 to the reduction assembly 51. When the locking assembly 30 positions the reduction input shaft, the locking assembly 30 can be arranged on the reduction assembly 51 and located on the side of the reduction assembly 51 close to the steering actuator 20.

[0075] 9 , in some embodiments, the locking assembly 30 is disposed between the reduction assembly 51 and the torque increasing assembly 52. ​​For example, the locking assembly 30 is disposed on a side of the reduction assembly 51 facing the torque increasing assembly 52, or the locking assembly 30 is disposed on a side of the torque increasing assembly 52 facing the reduction assembly 51.

[0076] In one embodiment, the reduction assembly 51 is provided with a reduction output shaft 512 (as shown in FIG4 ) connected to the torque increasing assembly 52. ​​When the locking assembly 30 is in the second state, the locking assembly 30 positions the reduction output shaft 512. At this time, the reduction assembly 51 may include a reduction housing 513, and the reduction housing 513 is provided with an axial hole on the side close to the steering actuator 20 to connect with the drive shaft 21. The reduction output shaft 512 extends from the side of the reduction housing 513 close to the torque increasing assembly 52 and is used to output steering torque to the torque increasing assembly 52 (for example, the aforementioned first gear 521). The locking assembly 30 can be provided on the reduction housing 513 and located on the side of the reduction assembly 51 close to the torque increasing assembly 52. When the locking assembly 30 positions the reduction output shaft 512, the locking assembly 30 acts on the reduction output shaft 512, so that the reduction output shaft 512 is fixed relative to the reduction housing 513; when the locking assembly 30 releases the positioning of the reduction output shaft 512, the reduction output shaft 512 can rotate relative to the reduction housing 513, thereby outputting the steering torque to the steering shaft 10.

[0077] In one embodiment, the torque increasing assembly 52 is provided with a torque increasing input shaft connected to the reduction assembly 51. When the locking assembly 30 is in the second state, the locking assembly 30 positions the torque increasing input shaft. At this time, the torque increasing assembly 52 may include a torque increasing housing 525, and the torque increasing input shaft extends from the side of the torque increasing housing 525 close to the reduction assembly 51. The torque increasing input shaft and the reduction output shaft 512 may be directly connected, or connected by a bayonet, or connected by a coupling, or fixed by a spline structure, which is not limited here. The torque increasing assembly 52 and the reduction assembly 51 are connected through the torque increasing input shaft and the reduction output shaft 512 to realize the transmission of steering torque from the reduction assembly 51 to the torque increasing assembly 52. ​​The locking assembly 30 may be arranged on the torque increasing housing 525 and located on the side of the torque increasing housing 525 close to the reduction assembly 51. When the locking assembly 30 positions the torque-boosting input shaft, the locking assembly 30 acts on the torque-boosting input shaft, so that the torque-boosting input shaft is fixed relative to the torque-boosting housing 525; when the locking assembly 30 releases the positioning of the torque-boosting input shaft, the torque-boosting input shaft can rotate relative to the torque-boosting housing 525, thereby outputting steering torque to the steering shaft 10.

[0078] 10 , in some embodiments, the locking assembly 30 is disposed between the torque increasing assembly 52 and the steering shaft 10 . For example, the locking assembly 30 is disposed on a side of the torque increasing assembly 52 facing the steering shaft 10 .

[0079] In one embodiment, the torque-increasing assembly 52 is provided with a torque-increasing output shaft connected to the steering shaft 10. When the locking assembly 30 is in the second state, the locking assembly 30 positions the torque-increasing output shaft. At this time, the torque-increasing assembly 52 may include a torque-increasing housing 525 (as shown in FIG4 ), and the torque-increasing housing 525 is provided with an axial hole (i.e., the center hole of the first gear 521) on the side close to the reduction assembly 51 to connect with the reduction output shaft 512. The torque-increasing output shaft extends from the side of the torque-increasing housing 525 close to the steering shaft 10 and is used to output steering torque to the steering shaft 10. The steering shaft 10 and the torque-increasing output shaft can be directly connected, or connected by a bayonet pin, or connected by a coupling, or fixed by a spline structure, which is not limited here. The locking assembly 30 can be provided on the torque-increasing housing 525 and located on the side of the torque-increasing housing 525 close to the steering shaft 10. When the locking assembly 30 positions the torque-boosting output shaft, the locking assembly 30 acts on the torque-boosting output shaft, so that the torque-boosting output shaft is fixed relative to the torque-boosting housing 525; when the locking assembly 30 releases the positioning of the torque-boosting output shaft, the torque-boosting output shaft can rotate relative to the torque-boosting housing 525, thereby outputting steering torque to the steering shaft 10.

[0080] In one embodiment, when the locking assembly 30 is in the second state, the locking assembly 30 positions the steering shaft 10. The steering shaft 10 includes a first end 11 and a second end 12 opposite each other (as shown in FIG1 ). The torque increasing assembly 52 may include a torque increasing housing 525 (as shown in FIG4 ). The torque increasing housing 525 is provided with an axial hole (i.e., the center hole of the second gear 522) on a side close to the steering shaft 10 to rotatably engage with the first end 11 of the steering shaft 10. The locking assembly 30 may be provided on the torque increasing housing 525 and located on a side of the torque increasing housing 525 close to the steering shaft 10 (below the torque increasing housing 525 in FIG4 ); alternatively, the locking assembly 30 may be provided on the reduction housing 513 and located on a side of the reduction housing 513 close to the steering shaft 10 (on the left side of the reduction housing 513 in FIG4 ). When the locking assembly 30 positions the steering shaft 10, the locking assembly 30 acts on the first end 11 of the steering shaft 10, so that the steering shaft 10 is fixed relative to the reduction housing 513 and / or the torque increasing housing 525; when the locking assembly 30 releases the positioning of the steering shaft 10, the steering shaft 10 can rotate relative to the reduction housing 513 and / or the torque increasing housing 525, thereby outputting steering torque.

[0081] Referring to Figure 11 , in certain embodiments, the locking assembly 30 is disposed at the end of the steering shaft 10 distal from the torque-enhancing assembly 52. ​​When the locking assembly 30 is in a second position, the locking assembly 30 positions the end of the steering shaft 10 distal from the torque-enhancing assembly 52 (i.e., the second end 12 of the steering shaft 10 (as shown in Figure 1 )). In this case, the locking assembly 30 can be disposed on the drive housing 22, located on the side of the drive housing 22 proximal to the steering shaft 10 (the left side of the drive housing 22 in Figure 4 ).

[0082] 4 and 7 , in certain embodiments, the locking assembly 30 includes an electromagnetic brake 31 for braking the steering shaft 10. When the steering actuator 20 is required to output steering torque to the steering shaft 10, the electromagnetic brake 31 is energized or de-energized, placing the locking assembly 30 in a first state. When the steering shaft 10 is required to be positioned, the electromagnetic brake 31 is energized or de-energized, placing the locking assembly 30 in a second state.

[0083] Specifically, in the first embodiment, when the steering actuator 20 needs to be allowed to output steering torque to the steering shaft 10, the electromagnetic brake 31 is energized. The electromagnetic brake 31 drives the locking assembly 30 to move by electromagnetic force, so that the locking assembly 30 is in the first state and the locking assembly 30 releases the steering shaft 10. When the steering shaft 10 needs to be positioned, the electromagnetic brake 31 is de-energized. The electromagnetic brake 31 drives the locking assembly 30 to another position by the driving force of the internal elastic member or the mechanical actuator, so that the locking assembly 30 is in the second state and the locking assembly 30 positions the steering shaft 10. Of course, the electromagnetic brake 31 is not limited to being energized continuously to keep the locking assembly 30 in the first state. Alternatively, after the electromagnetic brake 31 is energized to keep the locking assembly 30 in the first state, the electromagnetic brake 31 can be de-energized. At this time, the locking assembly 30 is kept in the first state by using a mechanical limit, thereby achieving the purpose of continuously positioning the steering shaft 10. Similarly, the electromagnetic brake 31 is not limited to being continuously de-energized in order for the locking assembly 30 to be in the second state. Alternatively, the electromagnetic brake 31 can be energized after the locking assembly 30 is in the second state. At this time, the locking assembly 30 is kept in the second state by a mechanical limiter, thereby achieving the purpose of continuously releasing the positioning of the steering shaft 10. A second solution is that when it is necessary to allow the steering actuator 20 to output steering torque to the steering shaft 10, the electromagnetic brake 31 is de-energized. The electromagnetic brake 31 drives the locking assembly 30 to move through the driving force of the internal elastic member or the mechanical actuator, so that the locking assembly 30 is in the first state and the locking assembly 30 releases the positioning of the steering shaft 10; when it is necessary to position the steering shaft 10, the electromagnetic brake 31 is energized. The electromagnetic brake 31 drives the locking assembly 30 to another position through the electromagnetic force, so that the locking assembly 30 is in the second state and the locking assembly 30 positions the steering shaft 10. Among them, the above-mentioned "electromagnetic brake 31 is powered on" and "electromagnetic brake 31 is powered off" can mean that the electromagnetic brake 31 remains powered on or powered off so that the locking assembly 30 is in the first state or the second state, or the electromagnetic brake 31 changes the locking assembly 30 to the first state or the second state by powering on or off.

[0084] The above two solutions control the electromagnetic brake 31 to be energized or de-energized, so that the locking assembly 30 is in the first state or the second state. The locking process is automatically controlled by electromagnetic force, without manual operation, and the locking is simple and responsive. Among them, in the first solution, when the propeller 200 or the mobile device 1000 in the water area (as shown in Figure 26) is accidentally powered off, since the electromagnetic brake 31 is also in the de-energized state, the locking assembly 30 is placed in the second state, and the locking assembly 30 positions the steering shaft 10 (i.e., locks the steering shaft 10). Therefore, it is safer for the propeller 200 or the mobile device 1000 in the water area, and can ensure that the steering shaft 10 is in the locked state after the power is cut off, avoiding the loss of the steering position of the steering shaft 10 due to accidental power off. The first solution will be used as an example for explanation below. It is understood that the second solution is similar to the first solution, except that the power on and power off states are reversed. Those skilled in the art can derive a corresponding solution based on deduction.

[0085] It should be pointed out that, in the embodiment of the present application, "braking the steering shaft 10" includes directly braking the steering shaft 10 (for example, braking the first end 11 of the steering shaft 10 and the second end 12 of the steering shaft 10), or indirectly braking the steering shaft 10 by braking other components (for example, braking the first end 211 of the drive shaft 21, the second end 212 of the drive shaft 21, the deceleration input shaft, the deceleration output shaft 512, the torque increasing input shaft, and the torque increasing output shaft).

[0086] Referring to Figures 7 and 16 , in certain embodiments, the locking assembly 30 further includes a stopper 32 that rotates synchronously with the steering shaft 10. The electromagnetic brake 31 is provided with a blocking member 311 that is movable under electromagnetic force. When the locking assembly 30 is in a first state, the blocking member 311 moves away from the stopper 32, allowing the stopper 32 to rotate. When the locking assembly 30 is in a second state, the blocking member 311 moves to abut against the stopper 32, preventing the stopper 32 from rotating.

[0087] Specifically, the stopper 32 can be fixedly connected to any one of the first end 211 of the aforementioned drive shaft 21, the second end 212 of the drive shaft 21, the reduction input shaft, the reduction output shaft 512, the torque increasing input shaft, the torque increasing output shaft, the first end 11 of the steering shaft 10, and the second end 12 of the steering shaft 10 (in the example of FIG7 , the stopper 32 is fixedly connected to the second end 212 of the drive shaft 21) so as to rotate synchronously with the steering shaft 10. The specific position setting and connection relationship of the stopper 32 can be determined according to the position that needs to be locked in the electric steering device 100. Since directly locking the shaft portions of the above-mentioned components may cause wear of the shaft portions and is prone to relative movement, resulting in poor locking effect, the embodiment of the present application locks the stopper 32 to ultimately achieve locking of the steering shaft 10.

[0088] Please refer to Figure 7. In one embodiment, when the locking assembly 30 is in the first state, the blocking member 311 can move in a direction parallel to the axial direction of the drive shaft 21 to separate from the stop member 32 to allow the stop member 32 to rotate; when the locking assembly 30 is in the second state, the blocking member 311 can move in a direction parallel to the axial direction of the drive shaft 21 to abut against the stop member 32 to stop the stop member 32 from rotating.

[0089] Please refer to Figure 16. In one embodiment, when the locking assembly 30 is in the first state, the blocking member 311 can move in a direction perpendicular to the axial direction of the drive shaft 21 to separate from the stop member 32 to allow the stop member 32 to rotate; when the locking assembly 30 is in the second state, the blocking member 311 can move in a direction perpendicular to the axial direction of the drive shaft 21 to abut against the stop member 32 to stop the stop member 32 from rotating.

[0090] Among them, in the above embodiment, the manner in which the blocking member 311 and the stop member 32 abut against each other to stop the rotation of the stop member 32 can be: the blocking member 311 presses the stop member 32, and the rotation of the stop member 32 is stopped by the friction force between the blocking member 311 and the stop member 32 on the contact surface; or a block (or a slot) can be formed on the side of the blocking member 311 close to the stop member 32, and a slot (or a block) can be formed on the side of the stop member 32 close to the blocking member 311, and the block extends into the slot to stop the rotation of the stop member 32, or any other manner in which the blocking member 311 and the stop member 32 abut against each other to stop the rotation of the stop member 32 is not limited here.

[0091] Referring to FIG. 1 , in certain embodiments, an electric power steering device 100 includes a steering bracket 60 . A steering actuator 20 is connected to the steering bracket 60 . The steering shaft 10 is rotatable relative to the steering bracket 60 . When the blocking member 311 moves away from the stop member 32 , the stop member 32 rotates relative to the steering bracket 60 under the drive of the steering actuator 20 . When the blocking member 311 moves to abut against the stop member 32 , the stop member 32 becomes fixed relative to the steering bracket 60 .

[0092] Specifically, in the embodiment of FIG1 , the steering bracket 60 is fixed to the frame 210, and the drive housing 22, the reduction housing 513, and the torque-enhancing housing 525 are all fixedly mounted on the steering bracket 60. The steering bracket 60 supports and protects the drive housing 22 (shown in FIG7 ), the reduction housing 513 (shown in FIG4 ), and the torque-enhancing housing 525 (shown in FIG4 ). When the blocking member 311 moves to separate from the stop member 32, the stop member 32, which rotates synchronously with the steering shaft 10, is driven by the steering actuator 20 to rotate relative to the load-bearing components (e.g., the drive housing 22, the reduction housing 513, and the torque-enhancing housing 525), that is, rotates relative to the steering bracket 60. When the blocking member 311 moves to abut against the stop member 32, the stop member 32, which rotates synchronously with the steering shaft 10, is fixed relative to the load-bearing components (e.g., the drive housing 22, the reduction housing 513, and the torque-enhancing housing 525), that is, fixed relative to the steering bracket 60.

[0093] Please refer to Figures 7 and 12. In some embodiments, the electromagnetic brake 31 further includes an electromagnetic member 312. The blocking member 311 includes a plate assembly 3111. The plate assembly 3111 is movable under the electromagnetic force of the electromagnetic member 312. The anti-rotation member 32 includes an adapter 321 and a connecting piece 322. The steering actuator 20 is provided with a drive shaft 21. The adapter 321 is fixedly connected to the drive shaft 21 and the connecting piece 322. When the locking assembly 30 is in the first state, the plate assembly 3111 moves to release the connecting piece 322 to allow the drive shaft 21 to rotate; when the locking assembly 30 is in the second state, the plate assembly 3111 moves to abut against the connecting piece 322 to stop the drive shaft 21 from rotating. In which, the plate assembly 3111 is at least partially fixedly connected to the electromagnetic member 312 or the rear end cover 223.

[0094] Specifically, the adapter 321 is fixedly connected to the drive shaft 21, and the connecting piece 322 is fixedly connected to the adapter 321. When the drive shaft 21 rotates, the adapter 321 and the connecting piece 322 rotate with the drive shaft 21. Positioning the connecting piece 322 is equivalent to positioning the drive shaft 21. The connection between the adapter 321 and the drive shaft 21 includes, but is not limited to, a conical friction connection, a D-shaped shaft connection (profile connection), a flat key connection, a spline connection, a clamping connection, or other circumferential connection methods. The connection between the connecting piece 322 and the adapter 321 includes, but is not limited to, gluing, welding, clamping, and threaded connection. When the locking assembly 30 is in the first state, the plate assembly 3111 moves to release the connecting piece 322, allowing it to rotate freely, thereby allowing the drive shaft 21 to rotate. When the locking assembly 30 is in the second state, the plate assembly 3111 moves to abut against the connecting piece 322, preventing it from rotating, thereby stopping the drive shaft 21 from rotating.

[0095] The embodiment of the present application positions the drive shaft 21 to achieve positioning of the steering shaft 10. Positioning is performed at the starting position on the actuation path from the steering actuator 20 to the steering shaft 10, resulting in a strong anti-rotation effect and helping to reduce steering torque transmission and component wear. Furthermore, by adding an adapter 321 and a connecting piece 322, the connecting piece 322 is positioned to achieve positioning of the drive shaft 21. Compared to directly positioning the drive shaft 21, the sheet-like structure is easier to position and has a better anti-rotation effect than a shaft-like structure.

[0096] Referring to Figures 7 and 12 , in certain embodiments, the plate assembly 3111 includes a fixed plate 3113 and a movable plate 3114. A connecting plate 322 is disposed between the fixed plate 3113 and the movable plate 3114. The electromagnetic element 312 is disposed on a side of the movable plate 3114 away from the fixed plate 3113. When the electromagnetic element 312 is energized, the movable plate 3114 moves away from the connecting plate 322 under the magnetic force of the electromagnetic element 312. When the electromagnetic element 312 is de-energized, the movable plate 3114 abuts against the connecting plate 322.

[0097] In other words, the fixed plate 3113, the connecting piece 322, the movable plate 3114, and the electromagnetic element 312 are stacked in this order. The fixed plate 3113 is fixed in position, for example, relative to the aforementioned steering bracket 60. A spring structure may be provided between the movable plate 3114 and the electromagnetic element 312. When it is necessary to allow the steering actuator 20 to output steering torque to the steering shaft 10, the control element 40 receives a control signal to energize the electromagnetic element 312. The movable plate 3114 moves away from the connecting piece 322 under the magnetic force of the electromagnetic element 312 (simultaneously compressing the spring), leaving sufficient clearance between the fixed plate 3113 and the movable plate 3114 for free rotation, thereby allowing the drive shaft 21 to rotate freely. When the electromagnetic element 312 is de-energized, the movable plate 3114 and the fixed plate 3113, under the elastic restoring force of the compression spring, press the connecting piece 322 against each other on either side of the connecting piece 322, thereby locking the drive shaft 21.

[0098] In some embodiments, the direction in which the movable plate 3114 moves away from the connecting piece 322 is parallel to the axial direction of the driving shaft 21 .

[0099] At this time, the connecting piece 322 extends radially from the drive shaft 21 through the adapter 321, allowing the movable plate 3114 and the fixed plate 3113 to loosen or abut against the connecting piece 322 in the axial direction of the drive shaft 21. Because the movable plate 3114 moves in a direction parallel to the axial direction of the drive shaft 21, only clearance is required in the axial direction of the drive shaft 21, without increasing the radial dimension of the steering actuator 20. This simplifies the component layout design.

[0100] Among them, the way in which the movable plate 3114 resists the connecting piece 322 can be: the movable plate 3114 presses the connecting piece 322, and the rotation of the connecting piece 322 is stopped by the friction force between the movable plate 3114 and the connecting piece 322 on the contact surface; or a block (or a slot) is formed on the side of the movable plate 3114 close to the connecting piece 322, and a slot (or a block) is formed on the side of the connecting piece 322 close to the movable plate 3114, and the block extends into the slot to stop the rotation of the connecting piece 322, or there are any other ways in which the movable plate 3114 resists the connecting piece 322 to stop the rotation of the connecting piece 322, which are not limited here.

[0101] Referring to Figure 7, in some embodiments, the steering actuator 20 includes an output end for outputting steering torque to the steering shaft 10 and a rear end cover 223 on the opposite side of the output end. The electromagnetic component 312 is fixed to the rear end cover 223. The output end is the first end 211 of the aforementioned drive shaft 21, and the rear end cover 223 is located at the second end 212 of the drive shaft 21. The electromagnetic component 312 is fixed to the rear end cover 223, for example, by screws, glue, etc. A spring structure may be provided between the movable plate 3114 and the electromagnetic component 312. The fixed plate 3113 may be fixed to the electromagnetic component 312, for example, by screws, etc.

[0102] When the electromagnetic element 312 is energized, the movable plate 3114 moves away from the connecting piece 322 (simultaneously compressing the spring) under the magnetic force of the electromagnetic element 312 (e.g., attraction), allowing the connecting piece 322 to rotate freely within a sufficient gap between the fixed plate 3113 and the movable plate 3114, thereby allowing the drive shaft 21 to rotate freely. When the electromagnetic element 312 is de-energized, the movable plate 3114 is pressed against the connecting piece 322 from one side under the elastic restoring force of the compression spring and the weight of the movable plate 3114. Since the connecting piece 322 is supported by the fixed plate 3113, the fixed plate 3113 is pressed against the connecting piece 322 from the other side under the weight of the connecting piece 322, thereby locking the drive shaft 21.

[0103] Of course, in other examples, when the electromagnetic member 312 is energized, the movable plate 3114 moves toward the connecting piece 322 (at the same time causing the spring to stretch) under the action of the magnetic force of the electromagnetic member 312 (e.g., repulsive force) and the gravity of the movable plate 3114, and one side of the connecting piece 322 presses the connecting piece 322. Since the connecting piece 322 is supported by the fixed plate 3113, under the action of the gravity of the connecting piece 322, the fixed plate 3113 presses the connecting piece 322 from the other side of the connecting piece 322, thereby locking the drive shaft 21. When the electromagnetic member 312 is de-energized, the movable plate 3114 moves away from the connecting piece 322 under the action of the elastic restoring force of the tension spring, so that the connecting piece 322 has sufficient clearance between the fixed plate 3113 and the movable plate 3114 to rotate freely, thereby allowing the drive shaft 21 to rotate freely.

[0104] It is understood that, in addition to the aforementioned combination of electromagnetic force, elastic force, and gravity, other driving force combinations may be used to drive the movable plate 3114 away from the connecting piece 322 and against the connecting piece 322, as long as the driving shaft 21 can be freely rotated and locked. For example, the driving force for driving the movable plate 3114 away from the connecting piece 322 and against the connecting piece 322 is electromagnetic force, the former being electromagnetic attraction and the latter being electromagnetic repulsion.

[0105] In certain embodiments, the steering actuator 20 includes an output end for outputting steering torque to the steering shaft 10 and a rear end cover 223 opposite the output end. The fixed plate 3113 is fixed to the rear end cover 223. The output end is the first end 211 of the aforementioned drive shaft 21, and the rear end cover 223 is located at the second end 212 of the drive shaft 21. The fixed plate 3113 is fixed to the rear end cover 223, for example, by screws, glue, etc. A spring structure may be provided between the movable plate 3114 and the electromagnetic component 312. The electromagnetic component 312 may be fixed to the fixed plate 3113, for example, by screws, etc.

[0106] When the electromagnetic element 312 is energized, the movable plate 3114 moves away from the connecting piece 322 (simultaneously compressing the spring) under the magnetic force of the electromagnetic element 312 (e.g., attraction) and the weight of the movable plate 3114, allowing the connecting piece 322 to rotate freely within a sufficient gap between the fixed plate 3113 and the movable plate 3114, thereby allowing the drive shaft 21 to rotate freely. When the electromagnetic element 312 is de-energized, the movable plate 3114, under the elastic restoring force of the compression spring, presses the connecting piece 322 from one side of the connecting piece 322. Since the fixed plate 3113 is supported by the connecting piece 322, the fixed plate 3113 presses the connecting piece 322 from the other side of the connecting piece 322 under the weight of the fixed plate 3113, thereby locking the drive shaft 21.

[0107] Of course, in other examples, when the electromagnetic component 312 is energized, the movable plate 3114 moves toward the connecting piece 322 (while causing the spring to stretch) under the magnetic force of the electromagnetic component 312 (e.g., repulsive force), and presses the connecting piece 322 from one side of the connecting piece 322. Since the fixed plate 3113 is supported by the connecting piece 322, the fixed plate 3113 presses the connecting piece 322 from the other side of the connecting piece 322 under the weight of the fixed plate 3113, thereby locking the drive shaft 21. When the electromagnetic component 312 is de-energized, the movable plate 3114 moves away from the connecting piece 322 under the elastic restoring force of the tension spring and the weight of the movable plate 3114, so that the connecting piece 322 can rotate freely with sufficient clearance between the fixed plate 3113 and the movable plate 3114, thereby allowing the drive shaft 21 to rotate freely.

[0108] It is understood that, in addition to the aforementioned combination of electromagnetic force, elastic force, and gravity, other driving force combinations may be used to drive the movable plate 3114 away from the connecting piece 322 and against the connecting piece 322, as long as the driving shaft 21 can be freely rotated and locked. For example, the driving force for driving the movable plate 3114 away from the connecting piece 322 and against the connecting piece 322 is electromagnetic force, the former being electromagnetic attraction and the latter being electromagnetic repulsion.

[0109] Referring to Figures 7 and 12, in some embodiments, the adapter 321 is a cylindrical structure. The second end 212 of the drive shaft 21 is inserted into the adapter 321. The fixed plate 3113, the connecting plate 322, the movable plate 3114, and the electromagnetic component 312 are all annular structures and are sleeved on the adapter 321. The adapter 321 includes a first end 3211 extending toward the drive shaft 21 and a second end 3212 extending away from the drive shaft 21. The first end 3211 is fixedly connected to the drive shaft 21, and the second end 3212 is fixedly connected to the connecting plate 322 to achieve a fixed connection between the drive shaft 21 and the connecting plate 322.

[0110] In some embodiments, the locking assembly 30 further includes a fixing member 33. The fixing member 33 is used to fix the drive shaft 21 and the adapter 321. The fixing member 33 is, for example, a nut, and can fix the drive shaft 21 and the first end 3211 along the axial direction of the drive shaft 21.

[0111] In some embodiments, the locking assembly 30 further includes an anti-loosening member 34. The anti-loosening member 34 is used to fix the drive shaft 21 and the fixing member 33. The anti-loosening member 34 is, for example, an anti-loosening washer, and the anti-loosening member 34 can prevent the fixing member 33 from loosening from the drive shaft 21.

[0112] Referring to Figure 13 , in some embodiments, a locking member 34 is sleeved onto the drive shaft 21. The fixing member 33 is sleeved onto the locking member 34. In this case, the inner sidewall of the fixing member 33 may be provided with an annular groove 331, which receives the locking member 34. Furthermore, the fixing member 33 includes connected end portions and a middle portion, with the annular groove 331 formed in the middle portion. This allows the locking member 34 to achieve a better securing effect.

[0113] Referring to Figures 14 to 16 , in some embodiments, the blocking member 311 includes a locking rod 3112. The rotation-stopping member 32 includes a locking chuck 323. The steering actuator 20 is provided with a drive shaft 21. The locking chuck 323 is fixedly connected to the drive shaft 21. When the locking assembly 30 is in a first state, the locking rod 3112 disengages from the locking chuck 323, allowing the drive shaft 21 to rotate. When the locking assembly 30 is in a second state, the locking rod 3112 abuts against the locking chuck 323, preventing the drive shaft 21 from rotating.

[0114] Specifically, the locking chuck 323 can be sleeved on the drive shaft 21 and fixedly connected to the drive shaft 21. When the drive shaft 21 rotates, the locking chuck 323 rotates along with the drive shaft 21. Positioning the locking chuck 323 is equivalent to positioning the drive shaft 21. Among them, the connection method between the locking chuck 323 and the drive shaft 21 includes but is not limited to conical friction connection, D-type shaft connection (profile connection), flat key connection, spline connection, clamping connection or other circumferential connection methods. When the locking assembly 30 is in the first state, the locking rod 3112 disengages from the locking chuck 323 under the electromagnetic force, and the locking chuck 323 can rotate freely, thereby allowing the drive shaft 21 to rotate; when the locking assembly 30 is in the second state, the locking rod 3112 presses against the locking chuck 323 under the electromagnetic force, and the locking chuck 323 cannot rotate, thereby stopping the rotation of the drive shaft 21. Among them, the way in which the locking rod 3112 resists the locking chuck 323 can be: the locking rod 3112 presses the locking chuck 323, and the rotation of the locking chuck 323 is stopped by the friction force between the locking rod 3112 and the locking chuck 323 on the contact surface; or a block (or groove) is formed at one end of the locking rod 3112 close to the locking chuck 323, and a groove (or block) is formed circumferentially of the locking chuck 323, and the block extends into the groove to stop the rotation of the locking chuck 323, or any other way in which the locking rod 3112 resists the locking chuck 323 to stop the rotation of the locking chuck 323 is not limited here.

[0115] In the embodiment of the present application, the drive shaft 21 is positioned to achieve positioning of the steering shaft 10. Positioning is performed at the starting position on the actuation path from the steering actuator 20 to the steering shaft 10, effectively preventing rotation and reducing steering torque transmission and component wear. Furthermore, by adding a locking chuck 323, the locking chuck 323 is positioned to achieve positioning of the drive shaft 21. Compared to directly positioning the drive shaft 21, the disc-shaped structure is easier to position and provides a better anti-rotation effect than a shaft-shaped structure.

[0116] 16 , in some embodiments, the electromagnetic brake 31 further includes an electromagnetic member 312. When the electromagnetic member 312 is energized, the locking rod 3112 moves away from the locking chuck 323 under the magnetic force of the electromagnetic member 312. When the electromagnetic member 312 is de-energized, the locking rod 3112 abuts against the locking chuck 323.

[0117] Specifically, when the electromagnetic component 312 is energized, the locking rod 3112 moves in a direction away from the locking chuck 323 under the magnetic force of the electromagnetic component 312, causing the locking rod 3112 to disengage from the locking chuck 323. The locking chuck 323 can then be driven by the drive shaft 21 to rotate, i.e., allowing the drive shaft 21 to rotate. When the electromagnetic component 312 is de-energized, the locking rod 3112, under the magnetic force of the electromagnetic component 312, presses against the locking chuck 323 in the radial direction of the locking chuck 323, thereby locking the drive shaft 21. The locking rod 3112 can press against the locking chuck 323 using the aforementioned friction force or a block and slot structure to stop the locking chuck 323 from rotating. In addition, the driving force that drives the locking rod 3112 away from the locking chuck 323 and presses against the locking chuck 323 is not limited to the aforementioned electromagnetic force, and can also be a combination of electromagnetic force and spring elastic force, which is not limited here.

[0118] In some embodiments, the direction in which the locking rod 3112 moves away from the locking chuck 323 is perpendicular to the axial direction of the drive shaft 21. In this case, the locking chuck 323 extends radially from the drive shaft 21, allowing the locking rod 3112 to disengage from or press against the locking chuck 323 in the radial direction of the drive shaft 21. Because the locking rod 3112 moves perpendicular to the axial direction of the drive shaft 21, only clearance is required on the side of the drive shaft 21, without increasing the axial dimension of the steering actuator 20. This simplifies the component layout design.

[0119] In some embodiments, the electromagnetic component 312 defines a through hole 3121. The locking rod 3112 is disposed through the through hole 3121. This provides a sliding channel for the locking rod 3112, reducing the space occupied by the locking rod 3112. The electromagnetic component 312 can be fixed to the steering bracket 60. The locking rod 3112 passes through the through hole 3121 and abuts against the locking chuck 323, providing a locking force to circumferentially limit the locking chuck 323.

[0120] Referring to Figures 16 and 17 , in some embodiments, the locking assembly 30 further includes a locking flange 35 . The locking chuck 323 is housed in the locking flange 35 . The electromagnetic brake 31 includes an electromagnetic housing 313 . The electromagnetic member 312 is housed in the electromagnetic housing 313 . The steering actuator 20 includes a drive housing 22 . The locking flange 35 securely connects the electromagnetic housing 313 to the drive housing 22 .

[0121] Specifically, the locking flange 35 is mounted on the locking chuck 323. The locking flange 35 includes a bottom portion 351 located near the steering actuator 20, a top portion 352 located near the reduction assembly 51, and a side portion 353 connecting the top portion 352 and the bottom portion 351. The bottom portion 351 is secured to the drive housing 22 (specifically, the front end cover 221), the top portion 352 is secured to the reduction housing 513, and the side portion 353 is used to secure the electromagnetic housing 313, which can also be secured to the steering bracket 60. This provides a more compact and stable structure for the electric power steering device 100. The fixing methods for the bottom portion 351, top portion 352, side portion 353, and steering bracket 60 include, but are not limited to, gluing, welding, clamping, and screw-nut connections. The side portion 353 of the locking flange 35 may also include a clearance hole 3531 to facilitate the locking rod 3112 passing through the clearance hole 3531 to abut the locking chuck 323.

[0122] 16 and 17 , in some embodiments, the locking assembly 30 further includes a micro switch 36 . The micro switch 36 is disposed at an end of the locking rod 3112 away from the drive shaft 21 . The micro switch 36 is used to detect the position of the locking rod 3112 .

[0123] Specifically, the micro switch 36 can be fixed to the steering bracket 60. The micro switch 36 is used to detect the position state of the locking rod 3112 to determine whether the locking rod 3112 has moved into place or out of place. When the locking rod 3112 has moved into place (the locking rod 3112 abuts against the locking chuck 323), it indicates that the locking assembly 30 is in the second state, and the locking rod 3112 has completely locked the drive shaft 21 to prevent the propeller 200 from rotating and deviating from the direction when the steering shaft 10 is subjected to external force. When the locking rod 3112 is out of place (the locking rod 3112 is out of place, the locking rod 3112 is out of place), it indicates that the locking assembly 30 is in the first state, and the locking rod 3112 has completely released the positioning of the drive shaft 21. At this time, the drive shaft 21 can be controlled to output steering torque, and the power output is relatively safe.

[0124] In some embodiments, the position states include a first position and a second position. When the locking rod 3112 abuts the locking chuck 323, the locking rod 3112 is in the first position and is spaced apart from the micro switch 36. When the locking rod 3112 is disengaged from the locking chuck 323, the locking rod 3112 is in the second position and triggers the micro switch 36.

[0125] Specifically, when the locking lever 3112 is in the first position, the locking lever 3112 is spaced apart from the microswitch 36, and the microswitch 36 is not triggered, resulting in the microswitch 36 being in the off state. The control element 40 is connected to the microswitch 36. Based on the off signal from the microswitch 36, the control element 40 determines that the locking assembly 30 is in the second state, locking the drive shaft 21, and thus does not control the drive shaft 21 to output steering torque. When the locking lever 3112 moves to the second position, the locking lever 3112 applies a small mechanical force to the microswitch 36, triggering the microswitch 36 and closing it. Based on the trigger signal from the microswitch 36, the control element 40 determines that the locking assembly 30 is in the first state, and thus can control the drive shaft 21 to output steering torque.

[0126] It should be pointed out that the above-mentioned locking assembly 30 including components such as the electromagnetic component 312, the plate assembly 3111, the adapter 321 and the connecting plate 322, and the locking assembly 30 including components such as the electromagnetic component 312, the locking rod 3112, the locking chuck 323, the locking flange 35 and the micro switch 36, can be suitable for installation at any position on the actuation path from the steering actuator 20 to the steering shaft 10 to position the corresponding positions (for example, the first end 211 of the drive shaft 21, the second end 212 of the drive shaft 21, the reduction input shaft, the reduction output shaft 512, the torque increasing input shaft, and the torque increasing output shaft).

[0127] The working process of the locking assembly 30 according to the embodiment of the present application is illustrated below with reference to FIG4 , FIG7 and FIG16 .

[0128] When the steering shaft 10 needs to be positioned (e.g., when the mobile device 1000 is in a fault state, a power outage, user control, or other circumstances requiring the steering shaft 10 to be locked), the central processing unit of the mobile device 1000 sends a control signal to lock the steering shaft 10 to the control element 40. The control element 40 is electrically connected to the locking assembly 30. After receiving the control signal to lock the steering shaft 10, the control element 40 controls the locking assembly 30 to be in the second state, thereby positioning the steering shaft 10.

[0129] The locking assembly 30 can be positioned anywhere along the actuation path from the steering actuator 20 to the steering shaft 10. For example, the locking assembly 30 can be positioned at the end of the steering actuator 20 away from the reduction assembly 51. The locking assembly 30 then positions the end of the drive shaft 21 away from the reduction assembly 51 (fixing the end of the drive shaft 21 away from the reduction assembly 51 relative to the drive housing 22). For example, the locking assembly 30 can be positioned between the steering actuator 20 and the reduction assembly 51. The locking assembly 30 then positions the end of the drive shaft 21 connected to the reduction assembly 51 (fixing the end of the drive shaft 21 connected to the reduction assembly 51 relative to the drive housing 22). Alternatively, the locking assembly 30 can position the reduction input shaft (fixing the reduction input shaft relative to the reduction housing 513). For example, if the locking assembly 30 is disposed between the reduction assembly 51 and the torque-increasing assembly 52, the locking assembly 30 positions the reduction output shaft 512 (fixing the reduction output shaft 512 relative to the reduction housing 513), or the locking assembly 30 positions the torque-increasing input shaft (fixing the torque-increasing input shaft relative to the torque-increasing housing 525). For example, if the locking assembly 30 is disposed between the torque-increasing assembly 52 and the steering shaft 10, the locking assembly 30 positions the torque-increasing output shaft (fixing the torque-increasing output shaft relative to the torque-increasing housing 525), or the locking assembly 30 positions the steering shaft 10 (fixing the steering shaft 10 relative to the steering bracket 60). For example, if the locking assembly 30 is disposed at the end of the steering shaft 10 away from the torque-increasing assembly 52, the locking assembly 30 positions the end of the steering shaft 10 away from the torque-increasing assembly 52 (fixing the end of the steering shaft 10 away from the torque-increasing assembly 52 relative to the steering bracket 60).

[0130] Please refer to Figures 4 and 7. In the above-mentioned scheme for directly or indirectly positioning the steering shaft 10, after the control element 40 receives the control signal for locking the steering shaft 10, it controls the locking assembly 30 to be in the second state, which can be specifically: one of the ways to power on or off the electromagnetic brake 31 is to make the blocking member 311 move in a direction parallel to the axial direction of the drive shaft 21 until it abuts against the anti-rotation member 32 (the fixed plate 3113 and the movable plate 3114 abut against the connecting piece 322) to stop the anti-rotation member 32 from rotating, thereby achieving the positioning of the steering shaft 10.

[0131] Please refer to Figure 16. In the above-mentioned scheme for directly or indirectly positioning the steering shaft 10, after the control element 40 receives the control signal for locking the steering shaft 10, it controls the locking assembly 30 to be in the second state. It can also be: one of the ways to power on or off the electromagnetic brake 31 so that the blocking member 311 moves in a direction perpendicular to the axial direction of the drive shaft 21 until it abuts against the anti-rotation member 32 (the locking rod 3112 abuts against the locking chuck 323) to stop the anti-rotation member 32 from rotating, thereby achieving the positioning of the steering shaft 10.

[0132] When it is necessary to allow the steering actuator 20 to output steering torque to the steering shaft 10 (e.g., when the mobile device 1000 is in normal navigation, when a fault is corrected, when user control is performed, or when steering is required in other situations), the central processor of the mobile device 1000 sends a control signal to release the positioning of the steering shaft 10 to the control element 40. After receiving the control signal, the control element 40 controls the locking assembly 30 to be in the first state, thereby allowing the steering actuator 20 to output steering torque to the steering shaft 10.

[0133] Please refer to Figures 4 and 7. In the above-mentioned scheme for directly or indirectly positioning the steering shaft 10, after the control element 40 receives the control signal to release the positioning of the steering shaft 10, it controls the locking assembly 30 to be in a first state, which can be specifically: another state in which the electromagnetic brake 31 is powered on or off, so that the blocking member 311 moves in a direction parallel to the axial direction of the drive shaft 21 until it is separated from the anti-rotation member 32 (the fixed plate 3113 and the movable plate 3114 release the connecting piece 322) to allow the anti-rotation member 32 to rotate, thereby releasing the positioning of the steering shaft 10.

[0134] Please refer to Figure 16. In the above-mentioned scheme of directly or indirectly positioning the steering shaft 10, after the control element 40 receives the control signal for locking the steering shaft 10, it controls the locking assembly 30 to be in the second state. It can also be another way of: energizing or de-energizing the electromagnetic brake 31 so that the blocking member 311 moves in a direction perpendicular to the axial direction of the drive shaft 21 until it is separated from the anti-rotation member 32 (the locking rod 3112 disengages from the locking chuck 323) to allow the anti-rotation member 32 to rotate, thereby releasing the positioning of the steering shaft 10.

[0135] Referring to FIG18 , an embodiment of the present application further provides a control method for an electric steering device 100. The electric steering device 100 includes a steering shaft 10, a steering actuator 20, and a locking assembly 30. The locking assembly 30 is disposed on an actuation path from the steering actuator 20 to the steering shaft 10. The control method includes:

[0136] 01: Get the steering status;

[0137] 02: Control the locking assembly 30 to be in a first state or a second state according to the steering state, wherein, when the locking assembly 30 is in the first state, the locking assembly 30 allows the steering actuator 20 to output steering torque to the steering shaft 10; when the locking assembly 30 is in the second state, the locking assembly 30 positions the steering shaft 10.

[0138] In certain embodiments, the locking assembly 30 includes an electromagnetic brake 31 for braking the steering shaft 10 and a stopper 32 that rotates synchronously with the steering shaft 10. The electromagnetic brake 31 is provided with a blocking member 311 that is movable under electromagnetic force. Controlling the locking assembly 30 to a first state or a second state (i.e., O2) based on the steering state includes: controlling the blocking member 311 to move away from the stopper 32 or controlling the blocking member 311 to move against the stopper 32 based on the steering state.

[0139] In some embodiments, the electromagnetic brake 31 includes an electromagnetic member 312. The blocking member 311 includes a plate assembly 3111. The plate assembly 3111 is movable under the electromagnetic force of the electromagnetic member 312. The anti-rotation member 32 includes an adapter 321 and a connecting piece 322. The steering actuator 20 is provided with a drive shaft 21. The adapter 321 is fixedly connected to the drive shaft 21 and the connecting piece 322. Controlling the blocking member 311 to move to separate from the anti-rotation member 32 or controlling the blocking member 311 to move to abut against the anti-rotation member 32 according to the steering state includes: controlling the plate assembly 3111 to move to release the connecting piece 322 or controlling the plate assembly 3111 to move to abut against the connecting piece 322 according to the steering state.

[0140] In some embodiments, the blocking member 311 includes a locking rod 3112. The anti-rotation member 32 includes a locking chuck 323. The steering actuator 20 is provided with a drive shaft 21. The locking chuck 323 is fixedly connected to the drive shaft 21. Controlling the blocking member 311 to move away from the anti-rotation member 32 or to move the blocking member 311 to abut against the anti-rotation member 32 according to the steering state includes: controlling the locking rod 3112 to disengage from the locking chuck 323 or controlling the locking rod 3112 to abut against the locking chuck 323 according to the steering state.

[0141] Referring to FIG. 19 , in some embodiments, obtaining the steering state (i.e., 01) includes:

[0142] 011: Acquire a steering abnormality signal of the electric steering device 100;

[0143] Controlling the locking assembly 30 to be in the first state or the second state (i.e., 02) according to the steering state includes:

[0144] 021: Control the locking assembly 30 to be in the second state according to the abnormal steering signal.

[0145] Referring to FIG. 20 , in some embodiments, obtaining the steering state (i.e., 01) includes:

[0146] 012: Acquire a normal steering signal of the electric power steering device 100;

[0147] Controlling the locking assembly 30 to be in the first state or the second state (i.e., 02) according to the steering state includes:

[0148] 022: Control the locking assembly 30 to be in the first state according to the normal steering signal.

[0149] Referring to FIG. 21 , in some embodiments, the electric steering device 100 is electrically connected to a steering control device. Obtaining the steering state (i.e., 01) includes:

[0150] 013: Acquire the abnormal control signal of the steering control device;

[0151] Controlling the locking assembly 30 to be in the first state or the second state (i.e., 02) according to the steering state includes:

[0152] 023: Control the locking assembly 30 to be in the second state according to the abnormal operation signal.

[0153] Referring to FIG. 22 , in some embodiments, obtaining the steering state (i.e., 01) includes:

[0154] 014: Acquire the normal control signal of the steering control device;

[0155] Controlling the locking assembly 30 to be in the first state or the second state (i.e., 02) according to the steering state includes:

[0156] 024: Control the locking assembly 30 to be in the first state according to the abnormal operation signal.

[0157] It should be noted that the explanation of the electric power steering device 100 in the aforementioned embodiment is also applicable to the control method of the electric power steering device 100 in the embodiment of the present application, and will not be further described here.

[0158] Referring to FIG1 , an embodiment of the present application further provides a propeller 200. The propeller 200 includes a frame 210, a propulsion device 220 disposed on the frame 210, and an electric steering device 100 according to any of the above embodiments. The propulsion device 220 is used to provide propulsion force. The electric steering device 100 is used to drive the frame 210 to steer.

[0159] Specifically, the propeller 200 includes, but is not limited to, an outboard motor and an inboard outboard motor. The propulsion device 220 may include a propulsion actuator 221 and a propeller 222. The propulsion actuator 221 may be a propulsion motor. The propulsion actuator 221 is connected to the propeller 222 and is configured to drive the propeller 222 to rotate and provide propulsion. The electric steering device 100 drives the frame 210 to steer, thereby changing the direction of the propulsion force from the propeller 222.

[0160] In the propeller 200 of the present embodiment, a locking assembly 30 is disposed on the actuation path from the steering actuator 20 to the steering shaft 10. A control element 40 is used to control the locking assembly 30 to be in a first state or a second state, thereby allowing the steering actuator 20 to output steering torque to the steering shaft 10 or to position the steering shaft 10. This allows the steering shaft 10 to rotate freely and steer when steering is required; when steering is not required, the steering shaft 10 is locked to prevent the steering shaft 10 from rotating and deviating from its direction when the propeller 200 is subjected to external forces.

[0161] In some embodiments, the propeller 200 further includes a connecting assembly 230, which is used to fix the water area carrier 1001 (as shown in FIG26 ). The electric steering device 100 is connected to the connecting assembly 230, and is used to drive the frame 210 to turn relative to the connecting assembly 230. Specifically, the connecting assembly 230 is, for example, a tilting clamp. The propeller 200 is fixed to the water area carrier 1001 through the connecting assembly 230. The water area carrier 1001 is, for example, a hull, and the connecting assembly 230 can be fixed to the stern. The electric steering device 100 is connected to the connecting assembly 230 to drive the frame 210 to turn relative to the connecting assembly 230, thereby achieving heading adjustment.

[0162] 1 , in some embodiments, the steering actuator 20 is fixedly mounted on a frame 210 . The frame 210 is rotatably connected to the steering shaft 10 , and the connecting assembly 230 is fixedly connected to the steering shaft 10 .

[0163] In the embodiment of the present application, the steering actuator 20 is fixedly mounted on the frame 210. The frame 210 and the aforementioned steering bracket 60 may be the same component or different components. It is understandable that when the frame 210 and the steering bracket 60 are different components, the steering actuator 20 may be fixedly mounted on the frame 210 via the steering bracket 60. When the electric steering device 100 drives the frame 210 to turn relative to the connecting assembly 230, the steering torque output by the steering actuator 20 is sequentially output to the steering shaft 10 via the drive shaft 21, the reduction assembly 51, and the torque increasing assembly 52. ​​Since the steering shaft 10 is fixedly connected to the connecting assembly 230, and the connecting assembly 230 is used to be fixed to the water body carrier 1001, with the connecting assembly 230 as a fixed position reference, the frame 210 that is rotationally connected to the steering shaft 10 rotates relative to the steering shaft 10, that is, it turns relative to the connecting assembly 230.

[0164] 25 , in some embodiments, the steering actuator 20 is fixedly mounted on the connecting assembly 230 . The connecting assembly 230 is rotatably connected to the steering shaft 10 , and the frame 210 is fixedly connected to the steering shaft 10 .

[0165] In the embodiment of the present application, the steering actuator 20 is fixedly mounted to the connecting assembly 230. The frame 210 and the aforementioned steering bracket 60 are separate components, and the steering actuator 20 can be fixedly mounted to the connecting assembly 230 via the steering bracket 60. When the electric steering device 100 drives the frame 210 to steer relative to the connecting assembly 230, the steering torque output by the steering actuator 20 is sequentially transmitted through the drive shaft 21, the reduction assembly 51, and the torque multiplier assembly 52 to the steering shaft 10. Since the steering shaft 10 is fixedly connected to the frame 210 and the connecting assembly 230 is rotationally connected to the steering shaft 10, the steering shaft 10 drives the frame 210 to steer relative to the connecting assembly 230.

[0166] Referring to Figures 23 and 24, in some embodiments, the connecting assembly 230 includes a fixed bracket 231, a rotating bracket 232, and a power mechanism 233. The fixed bracket 231 is used to be fixed on the water body carrier 1001 (as shown in Figure 26). The rotating bracket 232 is rotatably mounted on the fixed bracket 231. The power mechanism 233 includes a first end 2331 and a second end 2332 relative to each other. A first connecting mechanism 234 is configured between the first end 2331 of the power mechanism 233 and the fixed bracket 231. A second connecting mechanism 235 is configured between the second end 2332 of the power mechanism 233 and the rotating bracket 232. The power mechanism 233 drives the rotating bracket 232 to rotate and tilt relative to the fixed bracket 231 via the first connecting mechanism 234 and the second connecting mechanism 235.

[0167] Furthermore, the power mechanism 233 may include a telescopic assembly 2333, which includes a main body 2334 and a telescopic rod 2335. The telescopic rod 2335 is telescopically mounted on the main body 2334. A first connecting mechanism 234 is disposed between the main body 2334 and the fixed bracket 231, forming a revolute joint between the first connecting mechanism 234 and the main body 2334. A second connecting mechanism 235 is disposed between the telescopic rod 2335 and the rotating bracket 232, forming a revolute joint between the second connecting mechanism 235 and the telescopic rod 2335. A revolute joint is a movable connection between two components that are in direct contact and capable of relative rotation. Thus, the first end 2331 of the power mechanism 233 can rotate relative to the fixed bracket 231, and the second end 2332 of the power mechanism 233 can rotate relative to the rotating bracket 232. This allows the power mechanism 233 to drive the rotating bracket 232 to rotate relative to the fixed bracket 231 via the first connecting mechanism 234 and the second connecting mechanism 235, thereby causing the rotating bracket 232 to tilt relative to the fixed bracket 231.

[0168] As shown in Figure 1, when rotating bracket 232 rotates and tilts relative to fixed bracket 231, frame 210 connected to rotating bracket 232 also tilts along with rotating bracket 232. Furthermore, electric steering device 100 can also drive frame 210 to steer relative to rotating bracket 232. It can be understood that tilting allows the angle between propeller 222 and the water surface, as well as the height of propeller 222 above the water surface, to be controlled during navigation to adapt to varying water conditions. Furthermore, when the boat is moored or unused for extended periods, the underwater portion of the outboard motor can be tilted out of the water to prevent corrosion and collisions. Steering allows for course adjustment.

[0169] Referring to Figure 1 , when the steering actuator 20 is fixedly mounted on the frame 210, the frame 210 is rotationally connected to the steering shaft 10. Specifically, the fixed connection between the connecting assembly 230 and the steering shaft 10 involves the rotating bracket 232 being fixedly connected to the steering shaft 10. Referring to Figure 25 , when the steering actuator 20 is fixedly mounted on the connecting assembly 230, the frame 210 is fixedly connected to the steering shaft 10. Specifically, the rotational connection between the connecting assembly 230 and the steering shaft 10 involves the rotating bracket 232 being rotationally connected to the steering shaft 10. In this case, the electric power steering apparatus 100 is fixedly mounted on the rotating bracket 232.

[0170] 26 , an embodiment of the present application further provides a mobile device 1000 for use in water areas. The mobile device 1000 for use in water areas comprises the propeller 200 of any of the above embodiments and a water area carrier 1001. The propeller 200 is connected to the water area carrier 1001.

[0171] Specifically, the movable water vehicle 1000 can be any type of water transportation vehicle, such as a commercial ship, passenger ship, yacht, fishing boat, sailboat, or civilian ship. It can also be equipment capable of moving in water, such as water inspection equipment, water management equipment, or water environment monitoring equipment. It can also be equipment such as an underwater robot used for underwater operations, without limitation. The water carrier 1001 can be, for example, a ship hull. The water carrier 1001 can provide a certain amount of buoyancy, allowing the movable water vehicle 1000 to float on the water surface and carry people, objects, or other objects. The propeller 200 is connected to the water carrier 1001 to provide propulsion to propel the water carrier 1001 forward, backward, or turn, etc.

[0172] In the mobile water vehicle 1000 according to the embodiment of the present application, a locking assembly 30 is disposed on the actuation path from the steering actuator 20 to the steering shaft 10. A control element 40 is used to control the locking assembly 30 to be in a first state or a second state, thereby allowing the steering actuator 20 to output steering torque to the steering shaft 10 or to position the steering shaft 10. This allows the steering shaft 10 to rotate freely and steer when steering is required; when steering is not required, the steering shaft 10 is locked to prevent the steering shaft 10 from rotating and deviating from its direction when the propeller 200 is subjected to external forces.

[0173] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the various embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. An electric power steering device, characterized in that: The electric steering device includes a steering shaft, a steering actuator, a locking assembly and a control element. The locking assembly is arranged on an actuation path from the steering actuator to the steering shaft. The control element is electrically connected to the locking assembly. The control element is used to control the locking assembly to be in a first state or a second state. When the locking assembly is in the first state, the locking assembly allows the steering actuator to output steering torque to the steering shaft; when the locking assembly is in the second state, the locking assembly positions the steering shaft.

2. The electric power steering device according to claim 1, characterized in that: The steering actuator is provided with a driving shaft, and the driving shaft is connected to the steering shaft via a transmission mechanism. When the locking assembly is in the second state, the locking assembly positions one of the driving shaft, the transmission mechanism and the steering shaft.

3. The electric power steering device according to claim 2, characterized in that: The transmission mechanism includes a reduction component and a torque-increasing component. The reduction component is connected to the drive shaft and is used to reduce the speed of the steering torque output by the steering actuator. The torque-increasing component is connected to the reduction component and the steering shaft and is used to increase the torque of the steering torque after the reduction and output it to the steering shaft.

4. The electric power steering device according to claim 3, characterized in that: The locking assembly is arranged at one end of the steering actuator away from the reduction assembly. When the locking assembly is in the second state, the locking assembly positions the end of the drive shaft away from the reduction assembly.

5. The electric power steering device according to claim 3, characterized in that: The locking assembly is disposed between the steering actuator and the deceleration assembly.

6. The electric power steering device according to claim 5, characterized in that: When the locking assembly is in the second state, the locking assembly positions one end of the drive shaft connected to the reduction assembly.

7. The electric power steering device according to claim 5, characterized in that: The reduction assembly is provided with a reduction input shaft connected to the drive shaft, and when the locking assembly is in the second state, the locking assembly positions the reduction input shaft.

8. The electric power steering device according to claim 3, characterized in that: The locking assembly is arranged between the speed reduction assembly and the torque increasing assembly.

9. The electric power steering device according to claim 8, characterized in that: The reduction assembly is provided with a reduction output shaft connected to the torque increasing assembly. When the locking assembly is in the second state, the locking assembly positions the reduction output shaft.

10. The electric power steering device according to claim 8, characterized in that: The torque increasing assembly is provided with a torque increasing input shaft connected to the speed reducing assembly. When the locking assembly is in the second state, the locking assembly positions the torque increasing input shaft.

11. The electric power steering device according to claim 3, characterized in that: The locking assembly is arranged between the torque increasing assembly and the steering shaft.

12. The electric power steering device according to claim 11, characterized in that: The torque increasing assembly is provided with a torque increasing output shaft connected to the steering shaft. When the locking assembly is in the second state, the locking assembly positions the torque increasing output shaft.

13. The electric power steering device according to claim 11, characterized in that: When the locking assembly is in the second state, the locking assembly positions the steering shaft.

14. The electric power steering device according to claim 3, characterized in that: The locking assembly is arranged at one end of the steering shaft away from the torque increasing assembly. When the locking assembly is in the second state, the locking assembly positions the end of the steering shaft away from the torque increasing assembly.

15. The electric power steering device according to any one of claims 1 to 14, characterized in that: The locking assembly includes an electromagnetic brake for braking the steering shaft. When it is necessary to allow the steering actuator to output steering torque to the steering shaft, the electromagnetic brake is powered on or off to place the locking assembly in the first state. When it is necessary to position the steering shaft, the electromagnetic brake is powered on or off to place the locking assembly in the second state.

16. The electric power steering device according to claim 15, characterized in that: The locking assembly also includes a stopper that rotates synchronously with the steering shaft, and the electromagnetic brake is provided with a blocking member that is movable under the electromagnetic force. When the locking assembly is in the first state, the blocking member moves to separate from the stopper to allow the stopper to rotate; when the locking assembly is in the second state, the blocking member moves to abut against the stopper to stop the stopper from rotating.

17. The electric power steering device according to claim 16, characterized in that: The electric steering device includes a steering bracket, the steering actuator is connected to the steering bracket, the steering shaft can rotate relative to the steering bracket, when the blocking member moves to separate from the anti-rotation member, the anti-rotation member rotates relative to the steering bracket under the drive of the steering actuator; when the blocking member moves to abut against the anti-rotation member, the anti-rotation member is fixed relative to the steering bracket.

18. The electric power steering device according to claim 16, characterized in that: The electromagnetic brake includes an electromagnetic component, the blocking component includes a plate assembly, the plate assembly is movable under the electromagnetic force of the electromagnetic component, the anti-rotation component includes an adapter and a connecting plate, the steering actuator is provided with a drive shaft, the adapter is fixedly connected to the drive shaft and the connecting plate, when the locking assembly is in the first state, the plate assembly moves to release the connecting plate to allow the drive shaft to rotate; when the locking assembly is in the second state, the plate assembly moves to abut against the connecting plate to stop the drive shaft from rotating.

19. The electric power steering device according to claim 18, characterized in that: The plate assembly comprises a fixed plate and a movable plate, the connecting piece is arranged between the fixed plate and the movable plate, and the electromagnetic member is arranged on a side of the movable plate away from the fixed plate; When the electromagnetic component is powered on, the movable plate moves in a direction away from the connecting piece under the action of the magnetic force of the electromagnetic component; when the electromagnetic component is powered off, the movable plate abuts against the connecting piece.

20. The electric power steering device according to claim 19, characterized in that: The direction in which the moving plate is away from the connecting plate is parallel to the axial direction of the driving shaft.

21. The electric power steering device according to claim 19, characterized in that: The steering actuator comprises an output end for outputting steering torque to the steering shaft and a rear end cover opposite to the output end, and the fixed plate is fixed to the rear end cover.

22. The electric power steering device according to claim 19, characterized in that: The steering actuator comprises an output end for outputting steering torque to the steering shaft and a rear end cover opposite to the output end, and the electromagnetic component is fixed to the rear end cover.

23. The electric power steering device according to claim 18, characterized in that: The adapter is a cylindrical structure, and includes a first end extending toward the drive shaft and a second end extending away from the drive shaft, the first end is connected to the drive shaft, and the second end is connected to the connecting piece.

24. The electric power steering device according to claim 18, characterized in that: The locking assembly also includes a fixing member, and the fixing member is used to fix the driving shaft and the adapter.

25. The electric power steering device according to claim 24, characterized in that: The locking assembly further comprises an anti-loosening member, and the anti-loosening member is used to fix the driving shaft and the fixing member.

26. The electric power steering device according to claim 25, characterized in that: The anti-loosening component is sleeved on the driving shaft, and the fixing component is sleeved on the anti-loosening component.

27. The electric power steering device according to claim 16, characterized in that: The blocking member includes a locking rod, the anti-rotation member includes a locking chuck, the steering actuator is provided with a drive shaft, and the locking chuck is connected to the drive shaft. When the locking assembly is in the first state, the locking rod is disengaged from the locking chuck to allow the drive shaft to rotate; when the locking assembly is in the second state, the locking rod abuts against the locking chuck to stop the drive shaft from rotating.

28. The electric power steering device according to claim 27, characterized in that: The electromagnetic brake further comprises an electromagnetic component. When the electromagnetic component is powered on, the locking rod moves in a direction away from the locking chuck under the action of the magnetic force of the electromagnetic component; when the electromagnetic component is powered off, the locking rod abuts against the locking chuck.

29. The electric power steering device according to claim 28, characterized in that: The direction in which the locking rod moves away from the locking chuck is perpendicular to the axial direction of the driving shaft.

30. The electric power steering device according to claim 28, characterized in that: The electromagnetic component is provided with a through hole, and the locking rod is passed through the through hole.

31. The electric power steering device according to claim 28, characterized in that: The locking assembly also includes a locking flange, and the locking chuck is accommodated in the locking flange; the electromagnetic brake includes an electromagnetic housing, and the electromagnetic component is accommodated in the electromagnetic housing; the steering actuator includes a drive housing, and the locking flange connects the electromagnetic housing and the drive housing.

32. The electric power steering device according to claim 27, characterized in that: The locking assembly further comprises a micro switch, which is arranged at an end of the locking rod away from the driving shaft, and is used to detect the position state of the locking rod.

33. The electric power steering device according to claim 32, characterized in that: The position state includes a first position and a second position. When the locking rod abuts against the locking chuck, the locking rod is in the first position, and the locking rod is spaced from the micro switch; when the locking rod is disengaged from the locking chuck, the locking rod is in the second position, and the locking rod triggers the micro switch.

34. A control method for an electric power steering device, characterized in that: The electric steering device comprises a steering shaft, a steering actuator and a locking assembly, wherein the locking assembly is arranged on an actuation path from the steering actuator to the steering shaft, and the control method comprises: Get the steering status; The locking assembly is controlled to be in a first state or a second state according to the steering state, wherein when the locking assembly is in the first state, the locking assembly allows the steering actuator to output steering torque to the steering shaft; when the locking assembly is in the second state, the locking assembly positions the steering shaft.

35. The control method according to claim 34, characterized in that: The locking assembly includes an electromagnetic brake for braking the steering shaft and a rotation-stopping member that rotates synchronously with the steering shaft, the electromagnetic brake is provided with a blocking member that is movable under electromagnetic force, and the locking assembly is controlled to be in a first state or a second state according to the steering state, including: The blocking member is controlled to move to be separated from the anti-rotation member or controlled to move to be in contact with the anti-rotation member according to the steering state.

36. The control method according to claim 35, characterized in that: The electromagnetic brake comprises an electromagnetic component, the blocking component comprises a plate assembly, the plate assembly is movable under the electromagnetic force of the electromagnetic component, the anti-rotation component comprises an adapter and a connecting piece, the steering actuator is provided with a driving shaft, the adapter is fixedly connected to the driving shaft and the connecting piece, and the blocking component is controlled to move to separate from the anti-rotation component or to move to abut against the anti-rotation component according to the steering state, including: According to the steering state, the plate assembly is controlled to move to release the connecting piece or the plate assembly is controlled to move to abut against the connecting piece.

37. The control method according to claim 35, characterized in that: The blocking member includes a locking rod, the anti-rotation member includes a locking chuck, the steering actuator is provided with a drive shaft, the locking chuck is connected to the drive shaft, and the blocking member is controlled to move to separate from the anti-rotation member or to abut against the anti-rotation member according to the steering state, including: The locking rod is controlled to be disengaged from the locking chuck or to be controlled to abut against the locking chuck according to the steering state.

38. The control method according to claim 34, characterized in that: The obtaining of the steering state includes: Acquiring a steering abnormality signal of the electric steering device; The step of controlling the locking assembly to be in the first state or the second state according to the steering state includes: The locking assembly is controlled to be in a second state according to the abnormal steering signal.

39. The control method according to claim 34, characterized in that: The obtaining of the steering state includes: Acquiring a normal steering signal of the electric steering device; The step of controlling the locking assembly to be in the first state or the second state according to the steering state includes: The locking assembly is controlled to be in a first state according to the normal steering signal.

40. The control method according to claim 34, characterized in that: The electric steering device is used to be electrically connected to the steering control device, and the obtaining of the steering state includes: Acquiring an abnormal control signal of the steering control device; The step of controlling the locking assembly to be in the first state or the second state according to the steering state includes: The locking assembly is controlled to be in a second state according to the abnormal operation signal.

41. The control method according to claim 34, characterized in that: The obtaining of the steering state includes: Acquiring a normal control signal of the steering control device; The step of controlling the locking assembly to be in the first state or the second state according to the steering state includes: The locking assembly is controlled to be in a first state according to the abnormal operation signal.

42. A propeller, characterized in that: include: frame; A propulsion device disposed on the frame, the propulsion device being used to provide propulsion force; and The electric steering device according to any one of claims 1 to 33, wherein the electric steering device is used to drive the frame to steer.

43. The propeller according to claim 42, characterized in that The propeller also includes a connecting assembly, which is used to fix the water body carrier. The electric steering device is connected to the connecting assembly and is used to drive the frame to turn relative to the connecting assembly.

44. The propeller according to claim 43, characterized in that The steering actuator is fixedly mounted on the frame, the frame is rotatably connected to the steering shaft, and the connecting assembly is fixedly connected to the steering shaft.

45. The propeller according to claim 44, characterized in that The connection component comprises: A fixing bracket, used for fixing on the water body carrier; A rotating bracket, the rotating bracket is rotatably mounted on the fixed bracket and fixedly connected to the steering shaft; A power mechanism, the power mechanism includes a first end and a second end relative to each other, a first connecting mechanism is arranged between the first end of the power mechanism and the fixed bracket, and a second connecting mechanism is arranged between the second end of the power mechanism and the rotating bracket, and the power mechanism drives the rotating bracket to rotate and tilt relative to the fixed bracket via the first connecting mechanism and the second connecting mechanism.

46. ​​The propeller according to claim 43, characterized in that The steering actuator is fixedly mounted on the connecting assembly, the connecting assembly is rotatably connected to the steering shaft, and the frame is fixedly connected to the steering shaft.

47. The propeller according to claim 46, characterized in that The connection component comprises: A fixing bracket, used for fixing on the water body carrier; A rotating bracket, the rotating bracket is rotatably mounted on the fixed bracket and is rotatably connected to the steering shaft, and the electric steering device is fixedly mounted on the rotating bracket; A power mechanism, the power mechanism includes a first end and a second end relative to each other, a first connecting mechanism is arranged between the first end of the power mechanism and the fixed bracket, and a second connecting mechanism is arranged between the second end of the power mechanism and the rotating bracket, and the power mechanism drives the rotating bracket to rotate and tilt relative to the fixed bracket via the first connecting mechanism and the second connecting mechanism.

48. A movable device in water area, characterized in that: include: The propeller according to any one of claims 42 to 47; and A water area carrier, wherein the propeller is connected to the water area carrier.

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