Steering system assembly capable of adjusting number of turns of steering wheel

Abstract

Provided is a steering system assembly capable of adjusting the number of turns of a steering wheel, comprising a shaft body (10) and a functional component mounted on the shaft body (10). The shaft body (10) is configured to be connected to a steering wheel, and can synchronously rotate in the axial direction with the steering wheel; the functional component comprises a follow-up portion and an axial movement portion (40) which are connected to the shaft body (10); the follow-up portion protrudes from the outermost side surface of the shaft body (10) in the radial direction, and synchronously rotates in the axial direction with the shaft body (10); the position of the follow-up portion is adjustable in at least one direction of the axial direction and the circumferential direction; the axial movement portion (40) is configured such that when the shaft body (10) rotates in the axial direction, the axial movement portion (40) moves close to or away from the follow-up portion in the axial direction; the axial movement portion (40) has a matching position relative to the shaft body (10); and when the axial movement portion (40) moves to the matching position, the axial movement portion (40) matches the follow-up portion, so that the shaft body (10) cannot continue rotating in the rotation direction. The steering system assembly has a simple structure, can adjust the number of turns of the steering wheel, limits the number of turns of the steering wheel, and has good applicability.

Description

Steering system assembly with adjustable steering wheel turns

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 19, 2023, with application number 202311754553.1 and application name “A steering system assembly with adjustable steering wheel circle number”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the technical field of steering systems, and in particular to a steering system assembly with adjustable steering wheel turns. Background Art

[0003] A steer-by-wire system eliminates mechanical linkages, reducing system complexity and improving response speed. However, due to the lack of mechanical restraints on the steering wheel, the steering wheel can be turned an unlimited number of times when the vehicle is not powered on, posing a significant safety hazard.

[0004] Therefore, existing technologies have introduced mechanical structures into steer-by-wire systems to limit the number of steering wheel turns. However, due to the limited interior space of vehicles, existing mechanical structures for limiting the number of steering wheel turns are complex, cumbersome to install, and difficult to maintain, increasing subsequent maintenance costs. Furthermore, since different vehicle models and specifications have different steering system requirements and settings, and therefore different steering wheel turn settings, existing steering systems cannot adjust the number of steering wheel turns, which has certain limitations.

[0005] Summary of the Invention

[0006] In view of this, the purpose of this application is to provide a steering system assembly with adjustable steering wheel rotation number, which can limit the number of steering wheel rotation circles and adjust the number of steering wheel rotation circles according to actual needs. It has a simple structure, is easy to arrange and maintain, and has good applicability.

[0007] An embodiment of the present application provides a steering system assembly with an adjustable number of steering wheel turns, comprising a shaft body and a functional component mounted on the shaft body, wherein the shaft body is used to connect the steering wheel and can rotate axially synchronously with the steering wheel, the functional component comprises a follower part and an axial shifting part connected to the shaft body, the follower part is protruding from the outermost surface of the shaft body in the radial direction and rotates axially synchronously with the shaft body, the position of the follower part is adjustable in at least one direction of the axial and circumferential directions, the axial shifting part is configured so that when the shaft body rotates axially, the axial shifting part moves axially toward or away from the follower part, the axial shifting part has a mating position relative to the shaft body, and when the axial shifting part moves to the mating position, the axial shifting part cooperates with the follower part so that the shaft body cannot continue to rotate in the rotation direction.

[0008] In one embodiment, the follower portion includes a first limit member and a second limit member, and the first limit member and the second limit member are installed on the shaft body along the axial direction. At least one of the first limit member and the second limit member is configured to be movably connected to the shaft body so that the position of at least one of the first limit member and the second limit member relative to the shaft body is adjustable, and the axial shifting portion is located between the first limit member and the second limit member.

[0009] In one embodiment, the shaft body includes a second core shaft, the second core shaft includes a first functional section, a second functional section and a transmission section, the transmission section is located between the first functional section and the second functional section, and is axially connected to the first functional section and the second functional section, the first limit member is installed on the first functional section, the second limit member is installed on the second functional section, and the axial shifting portion is installed on the transmission section.

[0010] In one embodiment, the first limiting member includes a first adjusting member and a first clamping member. The first adjusting member is provided with an adjusting groove along the axial direction. The first functional section is at least partially installed in the adjusting groove. The first clamping member is located on the outermost surface of the first adjusting member along the radial direction.

[0011] In one embodiment, the inner wall of the adjustment groove is provided with threads, the outermost surface of the first functional segment in the radial direction is provided with threads matching the adjustment groove, and the first adjustment member is threadedly connected to the first functional segment.

[0012] In one embodiment, a positioning rib is protruded from one of the inner wall of the adjustment groove and the outermost surface of the first functional section in the radial direction, and a positioning groove is formed on the other one, and the positioning rib is installed in the positioning groove.

[0013] In one embodiment, the second limiting member includes a second adjusting member and a second clamping member, the second adjusting member is provided with an adjusting groove along the axial direction to cooperate with the second functional segment, the second functional segment is at least partially installed in the adjusting groove, the second clamping member is located on the radially outermost surface of the second adjusting member, the adjusting groove of the second adjusting member is screwed to the second functional segment, or, a positioning rib is protruded on the inner wall of the adjusting groove of the second adjusting member and one of the radially outermost surfaces of the second functional segment, and the other is provided with a positioning groove.

[0014] In one embodiment, the axial displacement portion includes a connecting seat, a first stopper and a second stopper. The connecting seat is movably connected to the transmission section, and the connecting seat can move axially relative to the transmission section. The first stopper is located at one end of the connecting seat close to the first limit member, and the second stopper is located at one end of the connecting seat close to the second limit member.

[0015] In one embodiment, the axial displacement portion includes a reinforcement member, the first stop member and the second stop member are connected through the reinforcement member, and an installation groove that cooperates with the reinforcement member is opened on the connecting seat. The reinforcement member is detachably installed in the installation groove, and the first stop member and the second stop member are exposed in the installation groove and protrude from the two ends of the connecting seat along the axial direction.

[0016] In one embodiment, a shell is provided on the outside of the shaft body, and the shell includes a functional cavity and a fixed cavity. The shaft body is installed in the functional cavity, and the fixed cavity is communicated with the functional cavity, and the fixed cavity passes through one side surface of the shell along the radial direction. The shaft displacement portion includes a fixing member located in the fixed cavity, and the fixing member is connected to the shell. The connecting seat can move axially relative to the fixing member, and the fixing member is used to make the connecting seat contact with the transmission section.

[0017] In one embodiment, a guide bar is protruded from one of the fixing member and the connecting seat, and a guide groove is formed on the other. The guide bar cooperates with the guide groove to enable the connecting seat to move axially relative to the fixing member.

[0018] In one embodiment, the axial displacement portion further includes a cover and a fastener. The cover is located at an end of the fixing member away from the connecting seat. The cover and the fixing member are provided with fastening holes that cooperate with the fastener.

[0019] In one embodiment, the axial displacement portion includes an elastic member located between the cover and the fixing member. The elastic member is used to apply force to the fixing member and the connecting seat so that the connecting seat contacts the transmission section.

[0020] In one embodiment, an end portion of the fastener passes through the fixing member and contacts at least one of the first clamping member and the second clamping member of the follower portion.

[0021] The beneficial effects of this application are:

[0022] The functional component is used to cooperate with the shaft body to limit the rotation of the shaft body, thereby limiting the number of rotations of the steering wheel connected to the shaft body;

[0023] The functional component includes a follower and an axial displacement portion. The follower rotates synchronously with the shaft body, and the axial displacement portion cooperates with the shaft body to move axially relative to the shaft body. When the axial displacement portion moves to cooperate with the follower, the follower can be limited in the circumferential direction, so that the follower cannot continue to rotate in the same direction with the shaft body, thereby limiting the steering wheel. At this time, the steering wheel rotates to the extreme position. Through the cooperation of the mechanical structure, the rotation of the shaft body can be cleverly utilized to achieve the cooperation relationship between the follower and the axial displacement portion. The structure is simple and does not occupy a large space, which is convenient for layout.

[0024] The position of the follower part in the axial and / or circumferential direction is adjustable, which can change the number of rotations of the shaft when the follower part cooperates with the shaft shifting part, thereby adjusting the number of steering wheel rotations. It can be adapted to different vehicle models and steering wheel requirements, has simple adjustment operation and good applicability. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0026] FIG1 is a schematic diagram of the overall structure of an embodiment of the present application;

[0027] FIG2 is a schematic diagram of a housing of the overall structure of an embodiment of the present application;

[0028] FIG3 is a cross-sectional view of the overall structure of an embodiment of the present application;

[0029] FIG4 is an exploded view of a follower portion and a second core shaft according to an embodiment of the present application;

[0030] FIG5 is a schematic structural diagram of a steering wheel in a first extreme position according to an embodiment of the present application;

[0031] FIG6 is a schematic structural diagram of a steering wheel in a second extreme position according to an embodiment of the present application;

[0032] FIG7 is an exploded view of a follower and a second core shaft according to another embodiment of the present application;

[0033] FIG8 is a partial exploded schematic diagram of an axial shifting portion according to an embodiment of the present application;

[0034] FIG9 is a schematic structural diagram of the cooperation between the axial shifting portion and the second core shaft according to an embodiment of the present application.

[0035] In the figure: 10 - shaft; 101 - connecting shaft; 11 - first core shaft; 111 - connecting key; 112 - installation gap; 113 - adjustment gap; 12 - second core shaft; 121 - first functional section; 1211 - positioning groove; 122 - second functional section; 123 - transmission section; 20 - first limiting member; 21 - first adjusting member; 211 - adjusting groove; 212 - positioning rib; 22 - first clamping member; 221 - slide groove; 222 - first arc-shaped member; 223 - side stop; 23 - mating member; 30 - second limiting member; 31 - second adjusting member; 32 - second clamping member; 40-axial displacement portion; 41-connecting seat; 411-mounting groove; 412-limiting groove; 413-guide groove; 42-first stopper; 421-second arc-shaped member; 43-second stopper; 44-reinforcement member; 441-connecting member; 45-fixing member; 451-guide strip; 46-cover; 47-fastener; 48-elastic member; 50-housing; 51-functional cavity; 52-fixing cavity. DETAILED DESCRIPTION

[0036] Specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present application, rather than all of the embodiments. Based on the description of this application, all other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present application are within the scope of protection of this application.

[0037] Unless otherwise specified or limited, the terms "disposed," "installed," and "connected" should be interpreted broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; and direct or indirect connections through an intermediary. Those skilled in the art will understand the specific meanings of these terms based on the specific circumstances.

[0038] The directions or positional relationships indicated by terms such as "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside", and "outside" are based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the products of the application are usually placed when in use. They are only for the convenience and simplification of description, and do not indicate or imply that the devices or elements referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on this application.

[0039] The terms "first," "second," "third," etc. are merely used to distinguish elements of similar nature and do not indicate or imply relative importance or a particular order.

[0040] The terms "comprises," "comprising," or any other variations thereof, are intended to cover a non-exclusive inclusion of elements other than the listed elements and may also include additional elements not specifically listed.

[0041] With the development of technology, steer-by-wire technology has been added to the steering system. The steer-by-wire system refers to a steering system that eliminates the mechanical connection structure, reduces the complexity of the system, and improves the response speed of the system.

[0042] However, because steer-by-wire systems lack mechanical constraints on the steering wheel, they can rotate freely when the vehicle is not powered on, posing a significant safety hazard. For example, uncontrolled steering wheel rotation could damage the clock spring inside the steering wheel, resulting in a silent horn, airbag alarm, or inoperative steering wheel buttons. Furthermore, if the steering wheel is rotated freely and the number of turns allowed exceeds the column angle signal range, the steering wheel may not return to neutral after power is restored, posing a significant safety hazard. Therefore, existing steer-by-wire systems employ mechanical mechanisms to limit the number of turns allowed.

[0043] Due to the limited interior space of the vehicle, the existing turn limit structure is relatively complex, cumbersome to install, and has poor maintainability, which increases subsequent maintenance costs. In addition, due to the different models and specifications of vehicles, the requirements and settings of their steering systems are also different, and the number of steering wheel turns settings are also different. The existing steering system cannot adjust the number of steering wheel turns, which has certain limitations.

[0044] In response to the above problems, an embodiment of the present application provides a steering system assembly with adjustable steering wheel turns, which is described in detail below with reference to the accompanying drawings.

[0045] As shown in Figure 1, the steering system assembly with adjustable steering wheel rotation number proposed in this application includes a shaft 10 and functional components installed on the shaft 10. The shaft 10 is used to connect the steering wheel and can rotate axially synchronously with the steering wheel. When the driver turns the steering wheel, the shaft 10 rotates synchronously with the steering wheel.

[0046] The functional component includes a follower and an axially shifting portion 40, both of which are connected to the shaft body 10. The follower is convexly provided on the radially outermost surface of the shaft body 10, so that the shaft body 10 forms a protrusion at the follower. The protrusion enables the shaft body 10 to have a radial dimension mutation position. The follower can rotate axially synchronously with the shaft body 10, so that the circumferential position of the protrusion changes with the rotation. If the position of the protrusion relative to the steering wheel when the steering wheel is in the center position is defined as the zero position, during the rotation of the steering wheel and the shaft body 10, the position of the protrusion changes circumferentially relative to the zero position. When the shaft body 10 rotates one circle, the protrusion returns to the zero position.

[0047] The follower portion is configured to be adjustable relative to the shaft body 10 in at least one of the axial and circumferential directions, so that the zero point position of the protrusion can be changed in the axial direction, thereby adjusting the number of rotations of the steering wheel.

[0048] The shaft shifting portion 40 is installed on the outermost surface of the shaft body 10 in the radial direction, and can move only in the axial direction while the shaft body 10 rotates, without changing its circumferential position. As the shaft body 10 rotates circumferentially, the shaft shifting portion 40 can move closer to or away from the follower portion. The shaft shifting portion 40 has a mating position relative to the shaft body 10 in the axial direction. When the shaft shifting portion 40 moves to the mating position, the shaft shifting portion 40 can mated with the follower portion, limiting the follower portion so that the shaft body 10 cannot continue to rotate in the rotation direction.

[0049] In one embodiment of the present application, as shown in Figure 1, the follower portion includes a first limit member 20 and a second limit member 30, and the first limit member 20 and the second limit member 30 are installed on the shaft body 10 along the axial interval. At least one of the first limit member 20 and the second limit member 30 is configured to be movably connected to the shaft body 10 so that the position of at least one of the first limit member 20 and the second limit member 30 relative to the shaft body 10 is adjustable. The axial displacement portion 40 is located between the first limit member 20 and the second limit member 30, and can move axially close to the first limit member 20 or move close to the second limit member 30 under the drive of the shaft body 10.

[0050] For ease of understanding, the above-mentioned movable connection means that when the position of at least one of the first limit member 20 and the second limit member 30 on the shaft body 10 needs to be changed, at least one of the first limit member 20 and the second limit member 30 can be adjusted, and it has the possibility and feasibility of position adjustment. When its position does not need to be changed, it has a fixed position relative to the shaft body 10.

[0051] By adjusting the position of the first limit member 20 and / or the second limit member 30 relative to the shaft body 10, the position of the limit of the axial displacement part 40 and the follower part can be adjusted, thereby realizing the adjustment of the stroke of the axial movement of the axial displacement part 40, and the number of rotations of the shaft body 10 can be adjusted, thereby adjusting the maximum number of rotations of the steering wheel. It can be adapted to the needs of different vehicles and can be applied to the test scenarios of driving simulators or feel simulators. It has good application prospects and strong applicability.

[0052] When the axial displacement part 40 moves axially to cooperate with the first limit member 20, the steering wheel cannot continue to rotate in the same direction. At this time, the steering wheel rotates to the first extreme position. When the axial displacement part 40 moves axially to cooperate with the second limit member 30, the steering wheel cannot continue to rotate in the same direction. At this time, the steering wheel rotates to the second extreme position. The follower part cooperates with the axial displacement part 40 to limit the number of turns of the steering wheel, prevent the steering wheel from rotating without limit and exceeding the range of the angle sensor, avoid the problem of the steering wheel being unable to return to the center position, and ensure the safety of vehicle driving.

[0053] In one embodiment of the present application, in combination with Figures 1 and 2, the shaft body 10 is connected to the steering wheel through a connecting shaft 101, and the connecting shaft 101 can move axially relative to the shaft body 10, so that the steering wheel has the possibility of adjusting its position in the axial direction. The connecting shaft 101 cooperates with the shaft body 10 so that the steering wheel has an axial adjustment amount, and the axial height of the steering wheel can be adjusted according to the driver's needs, thereby improving the driver's driving experience.

[0054] As shown in FIG1 , the shaft body 10 includes a first core shaft 11 , one end of which is connected to the steering wheel via a connecting shaft 101 .

[0055] Exemplarily, as shown in Figure 1, a connecting key 111 is protruded from the radially outermost surface of the first core shaft 11. The connecting key 111 protrudes radially and extends axially. A connecting groove is provided at one end of the connecting shaft 101 close to the shaft body 10. The connecting groove cooperates with the first core shaft 11. The first core shaft 11 is at least partially installed in the connecting groove. A groove wall of the connecting groove is provided with a groove that cooperates with the connecting key 111. The connecting key 111 is installed in the groove for realizing the connection between the connecting shaft 101 and the first core shaft 11. The connecting key 111 can slide axially in the groove to realize the adjustment of the axial position of the steering wheel.

[0056] Optionally, the connecting key 111 is interference fit with the slot. Such a setting can facilitate the connection between the connecting shaft 101 and the first core shaft 11, and can ensure the synchronous transmission of the connecting shaft 101 and the first core shaft 11. When the steering wheel is adjusted in the axial direction, it can have a certain damping, which makes it easier for the steering wheel to stay in the appropriate axial position, and the adjustment is simple and convenient.

[0057] Optionally, as shown in Figure 1, several connecting keys 111 are distributed in a circle on the radially outermost surface of the first core shaft 11. Such an arrangement can ensure the stability and firmness of the connection, and can ensure the stability and consistency of the axial adjustment of the steering wheel, preventing the steering wheel from tilting or shaking during the adjustment process, eliminating the operation of fine-tuning the steering wheel, and making the operation simple and convenient.

[0058] Optionally, as shown in Figure 1, several connecting keys 111 are axially spaced apart and distributed on the radially outermost surface of the first core shaft 11, so that an installation gap 112 is formed between two axially adjacent connecting keys 111 of the first core shaft 11. By setting the installation gap 112, the contact area between the connecting key 111 and the slot can be reduced to a certain extent, making it convenient for the connecting key 111 to enter the inside of the slot, avoiding the problem of installation difficulty caused by the excessive axial length of the connecting key 111, and can also reduce the axial adjustment resistance of the connecting shaft 101 and the first core shaft 11 to a certain extent, while maintaining the steering wheel adjustment feel, it is easy to adjust the axial position of the steering wheel.

[0059] In conjunction with Figures 3 and 4, the shaft body 10 includes a second core shaft 12, which is used to install functional components. The second core shaft 12 includes a first functional segment 121, a second functional segment 122 and a transmission segment 123. The transmission segment 123 is located between the first functional segment 121 and the second functional segment 122. One end of the first functional segment 121 is connected to the first core shaft 11, and the other end is connected to the transmission segment 123. The end of the transmission segment 123 away from the first functional segment 121 is connected to the second functional segment 122. The first limit member 20 is installed on the first functional segment 121, the second limit member 30 is installed on the second functional segment 122, and the axial displacement portion 40 is installed on the transmission segment 123.

[0060] Optionally, the first functional section 121 is detachably connected to the first core shaft 11 , and can be connected by means of snap connection, screw connection, etc., so as to facilitate adjustment of the position of the first limiting member 20 relative to the first functional section 121 .

[0061] Optionally, the first functional section 121 and the first core shaft 11 are integrally formed.

[0062] In one embodiment of the present application, in combination with Figures 3 and 4, the first limit member 20 includes a first adjusting member 21 and a first clamping member 22. The first adjusting member 21 is provided with an adjusting groove 211 along the axial direction. The adjusting groove 211 is cooperated with the first functional segment 121. The first functional segment 121 is at least partially installed in the adjusting groove 211. The first clamping member 22 is located on the outermost surface of the first adjusting member 21 along the radial direction. The first clamping member 22 is used to cooperate with the axial displacement portion 40 to limit the rotation of the shaft body 10.

[0063] Exemplarily, the inner wall of the adjustment groove 211 is provided with a thread, and the outermost surface of the first functional segment 121 along the radial direction is provided with a thread that cooperates with the adjustment groove 211. The first adjustment member 21 is connected to the first functional segment 121 by a threaded connection. The position of the first adjustment member 21 relative to the first functional segment 121 can be adjusted by threaded cooperation, and then the circumferential position or axial position of the first clamping member 22 can be adjusted to play the role of adjusting the axial movement stroke of the axial displacement portion 40.

[0064] In this example, the first adjusting member 21 can be rotated slightly relative to the first functional section 121, thereby causing the first clamping member 22 to slightly deflect relative to the first functional section 121 in the circumferential direction. In this way, the rotation angle of the shaft body 10 and the steering wheel can be fine-tuned, which can compensate for the incomplete number of steering wheel turns caused by processing errors. When the follower part and / or the shaft shifting part 40 are worn or skewed due to long-term use, it can also play a role in adjustment and maintenance. Compared with the existing technology that requires replacing the entire steering system, this reduces maintenance costs.

[0065] The first adjusting member 21 can also be rotated significantly so that the first adjusting member 21 has a larger rotation amount relative to the first functional section 121. In this way, the number of turns of the steering wheel can be adjusted to suit the needs of different vehicle models and working conditions, and the adjustment operation is simple.

[0066] As shown in Figure 5, when the shaft body 10 rotates with the steering wheel, the first limit member 20 rotates synchronously with the shaft body 10, and the circumferential position of the second clamping member 32 changes continuously during the rotation. At the same time, the shaft shifting portion 40 moves axially relative to the shaft body 10 until it contacts the first clamping member 22. At this time, the shaft shifting portion 40 acts as a stop for the first clamping member 22, so that the shaft body 10 cannot continue to rotate in the same direction, and the steering wheel rotates to the first extreme position.

[0067] For example, as shown in Figure 4, a positioning rib 212 is protruded on the inner wall of the adjustment groove 211 and one of the radially outermost surfaces of the first functional segment 121, and a positioning groove 1211 is opened on the other. The positioning rib 212 protrudes radially and extends axially. The positioning groove 1211 cooperates with the positioning rib 212 to enable the first adjustment member 21 to be installed on the first functional segment 121. The first adjustment member 21 can be slid on the first functional segment 121 through the positioning rib 212 to adjust the axial position of the first clamping member 22. With such a setting, the movement stroke of the axial displacement portion 40 can be adjusted by adjusting the axial position of the first adjustment member 21, thereby adjusting the number of rotations of the steering wheel.

[0068] When it is necessary to adjust the axial position of the first clamping member 22, it is only necessary to change the position of the first adjusting member 21 relative to the first functional segment 121 through the cooperation of the positioning rib 212 and the positioning groove 1211; when it is necessary to adjust the circumferential position of the first clamping member 22, it is only necessary to remove the first adjusting member 21 from the first functional segment 121, and then rotate the first limiting member 20 to adjust the angle and position of the first clamping member 22 relative to the first functional segment 121, and then install the first limiting member 20 with the adjusted angle to the first functional segment 121 through the cooperation of the positioning rib 212 and the positioning groove 1211, so as to realize the adjustment of the circumferential position of the first clamping member 22, thereby adjusting the number of steering wheel rotations, and the operation is simple and convenient.

[0069] For example, in conjunction with Figures 1 and 4 , an adjustment gap 113 is provided at the connection between the first core shaft 11 and the first functional section 121. The orthographic projection of the positioning rib 212 in the axial direction coincides with the orthographic projection of the connecting key 111 in the axial direction. When the first adjusting member 21 is slid relative to the first functional section 121 through the cooperation between the positioning rib 212 and the positioning groove 1211, or when the position is adjusted axially by screwing, the adjustment gap 113 enables the first adjusting member 21 to have an axial adjustment amount, thereby achieving position adjustment of the first limit member 20. It is understandable that the number and position of the positioning ribs 212 can be adjusted according to actual needs.

[0070] Optionally, the adjustment gap 113 is arranged on the side of the first core shaft 11 close to the first functional segment 121, and the adjustment gap 113 is arranged adjacent to the connecting key 111 closest to the first functional segment 121. The first core shaft 11 includes at least an axial segment with the same radial dimension as the first functional segment 121, so that the first adjustment member 21 has the possibility of adjustment toward the side of the first core shaft 11.

[0071] Illustratively, the adjustment slot 211 at least axially penetrates one end of the first adjustment member 21 close to the first functional section 121 .

[0072] Exemplarily, the adjustment groove 211 is set as a through groove, and the first clamping member 22 can be located in the middle position or non-middle position of the first adjustment member 21 in the axial direction. When the first clamping member 22 is located in the non-middle position in the axial direction, the installation direction of the first limit member 20 installed on the first functional section 121 can be adjusted to adjust the position of the first clamping member 22 relative to the axial displacement portion 40, thereby playing a role in adjusting the number of steering wheel turns. The disassembly and assembly are simple and convenient. The axial length of the first adjustment member 21 and the distance that the first clamping member 22 deviates from the middle position of the first adjustment member 21 can be adjusted to achieve quick disassembly and assembly and adjustment of the number of steering wheel turns, thereby improving the replacement and adjustment efficiency.

[0073] Illustratively, the first clamping member 22 and the first adjusting member 21 are integrally formed.

[0074] Exemplarily, the positioning rib 212 is integrally formed with the inner wall of the adjustment groove 211 or the outermost surface of the first functional section 121 in the radial direction.

[0075] Exemplarily, the axial dimension of the first adjusting member 21 is smaller than the axial dimension of the first functional segment 121. With this configuration, the first functional segment 121 can provide movement space for the axial adjustment of the first adjusting member 21, so that the first adjusting member 21 has a certain adjustment amount to meet the adjustment requirements.

[0076] In one embodiment of the present application, the first adjusting member 21 is integrally formed with the first functional segment 121, and the first clamping member 22 is integrally formed with the first adjusting member 21, that is, the first clamping member 22 can be directly integrally formed with the first functional segment 121. With this arrangement, the position of the first limiting member 20 is fixed on the first functional segment 121 and cannot be adjusted. With this arrangement, it has good stability and firmness, and saves assembly steps. At this time, the position of the second limiting member 30 is adjustable compared to the second functional segment 122.

[0077] In one embodiment of the present application, as shown in Figure 7, the radial dimension of the transmission section 123 is greater than the radial dimension of the first functional section 121, and the first limit member 20 also includes a mating member 23, which includes a through hole that cooperates with the first functional section 121, and the through hole is connected to the adjustment groove 211. The mating member 23 is sleeved on the first functional section 121 through the through hole, and the outermost surface of the mating member 23 along the radial direction is provided with a thread that cooperates with the transmission section 123, and the radial dimension of the mating member 23 is the same as the radial dimension of the transmission section 123. The mating member 23 can extend the transmission section 123 so that the axial displacement portion 40 has a larger stroke in the axial direction to cooperate with the position of the first clamping member 22 to achieve the limitation and adjustment of the number of steering wheel turns.

[0078] Illustratively, the fitting member 23 and the first adjusting member 21 are formed integrally.

[0079] As shown in Figure 4, the second limiting member 30 includes a second adjusting member 31 and a second clamping member 32. The second adjusting member 31 is provided with an adjusting groove 211 along the axial direction. At this time, the adjusting groove 211 is cooperated with the second functional segment 122. The second functional segment 122 is at least partially installed in the adjusting groove 211. The second clamping member 32 is located on the outermost surface of the second adjusting member 31 along the radial direction. The second clamping member 32 is used to cooperate with the axial displacement portion 40 to limit the rotation of the shaft body 10.

[0080] It can be understood that the inner wall of the adjustment groove 211 of the second adjustment member 31 is provided with a thread that cooperates with the second functional segment 122, and the second adjustment member 31 is screwed to the second functional segment 122, or, the inner wall of the adjustment groove 211 of the second adjustment member 31 and one of the radially outermost surfaces of the second functional segment 122 are convexly provided with a positioning rib 212, and the other is provided with a positioning groove 1211, and its setting is the same as the first limit member 20, which will not be repeated here.

[0081] For example, when the inner wall of the adjustment groove 211 of the first limiting member 20 is provided with a thread, the inner wall of the adjustment groove 211 of the second limiting member 30 can be provided with a thread, and a positioning rib 212 or a positioning groove 1211 can also be provided. When the inner wall of the adjustment groove 211 of the second limiting member 20 is provided with a positioning rib 212 or a positioning groove 1211, the inner wall of the adjustment groove 211 of the second limiting member 30 can be provided with a thread, and a positioning rib 212 or a positioning groove 1211 can also be provided.

[0082] When the adjustment grooves 211 of the first limiting member 20 and the second limiting member 30 have the same connection structure with the second core shaft 12, the processing efficiency is higher, which is conducive to reducing costs, and the consistency of the adjustment operation is good, which reduces the complexity and difficulty of the adjustment.

[0083] When the connection structures of the adjustment groove 211 of the first limit member 20 and the second limit member 30 and the second core shaft 12 are different, different adjustment methods can be adopted, which is more flexible. Fine adjustment can be achieved through the first limit member 20, and large-scale adjustment can be achieved through the second limit member 30, which is more applicable.

[0084] Illustratively, a matching member 23 is provided at one end of the second limiting member 30 close to the transmission section 123 .

[0085] As shown in Figure 5, the axial displacement portion 40 includes a connecting seat 41, a first stopper 42 and a second stopper 43. The connecting seat 41 is installed on the transmission section 123 and is movably connected to the transmission section 123. The connecting seat 41 can move axially relative to the transmission section 123. The first stopper 42 and the second stopper 43 are installed at both ends of the connecting seat 41 in the axial direction. The first stopper 42 is located at one end of the connecting seat 41 close to the first limit member 20, and the first stopper 42 cooperates with the first limit member 20 to limit the rotation of the first limit member 20. The second stopper 43 is located at one end of the connecting seat 41 close to the second limit member 30, and the second stopper 43 cooperates with the second limit member 30 to limit the rotation of the second limit member 30.

[0086] Exemplarily, the first stopper 42 , the second stopper 43 and the connecting seat 41 are integrally formed.

[0087] The first stop 42 and the second stop 43 are connected by the reinforcement member 44, and the connecting seat 41 is provided with a mounting groove 411 that cooperates with the reinforcement member 44. The mounting groove 411 passes through the end surface of the connecting seat 41 close to the first limit member 20 or the second limit member 30, and the reinforcement member 44 is installed in the mounting groove 411. The first stop 42 and the second stop 43 are exposed in the mounting groove 411 and protrude from the two end surfaces of the connecting seat 41 along the axial direction. The reinforcement member 44 is configured to extend in the force direction of the first stop 42 and the second stop 43 when the steering wheel is rotated to the extreme position. Such a setting can increase the structural strength of the first stop 42 and the second stop 43, prevent the first stop 42 or the second stop 43 from falling off due to long-term blocking between the first limit member 20 and the second limit member 30, and extend the service life.

[0088] Since the first stopper 42 and the second stopper 43 are to limit the rotation of the first limiter 20 and the second limiter 30 in the circumferential direction, during the rotation of the shaft 10, the first clamping member 22 will apply a force tangential to the direction of the movement trajectory of the first clamping member 22 to the first stopper 42, and the tangent point is located at the contact position between the first clamping member 22 and the first stopper 42. The second clamping member 32 will apply a force tangential to the direction of the movement trajectory of the second clamping member 32 to the second stopper 43, and the tangent point is located at the contact position between the second clamping member 32 and the second stopper 43. By setting the extension direction of the reinforcement member 44 to be parallel to the force direction of the first stopper 42 and the second stopper 43, the strength of the first stopper 42 and the second stopper 43 in the force direction can be increased, thereby improving stability and firmness.

[0089] Exemplarily, the reinforcement 44 contacts and is connected to the groove wall of the installation groove 411 along the axial direction. A first fixing hole is opened on the reinforcement 44, and a second fixing hole is opened in the installation groove 411. The first fixing hole and the second fixing hole cooperate to fix the reinforcement 44 in the axial direction.

[0090] Optionally, the first fixing hole and the second fixing hole are both set as screw holes. To prevent structural interference, a recessed groove connected to the first fixing hole can be set on the reinforcement 44 so that the head of the bolt sinks into the recessed groove to avoid the head of the bolt protruding from the axial surface of the connecting seat 41.

[0091] The first stopper 42 and the second stopper 43 are detachably mounted on the connecting seat 41 through the reinforcement member 44. The first stopper 42 and the second stopper 43 of different specifications can be replaced according to actual needs to adjust the matching position of the axial displacement part 40, so that the axial displacement part 40 can match the adjustment requirements of the follower part, and the scope of application is wider.

[0092] Optionally, the reinforcement member 44, the first stopper 42 and the second stopper 43 are integrally formed.

[0093] For example, as shown in FIG8 , a connecting member 441 is protruded from the reinforcement 44 , and the connecting member 441 is located at both ends of the reinforcement 44 along the axial direction, and the connecting member 441 protrudes and extends along the axial direction, and the reinforcement 44 is connected to the first stopper 42 and the second stopper 43 through the connecting member 441 .

[0094] Optionally, a third fixing hole is provided on the reinforcement 44, and the third fixing hole passes through the reinforcement 44 along the thickness direction. A fourth fixing hole is provided on the connecting seat 41 to cooperate with the third fixing hole, and the fourth fixing hole is connected to the installation groove 411. Through the cooperation of the third fixing hole and the fourth fixing hole, a fixed connection between the reinforcement 44 and the connecting seat 41 is achieved.

[0095] Optionally, the third fixing hole and the fourth fixing hole are configured as screw holes, which can be used to fix the reinforcement member 44 in another direction to increase the stability of the structure.

[0096] Optionally, the connecting member 441 and the reinforcing member 44 are integrally formed.

[0097] Optionally, the thickness of the connecting member 441 is smaller than the thickness of the first stopper 42 or the second stopper 43 .

[0098] 4 and 8 , the outermost surface of the transmission section 123 in the radial direction is provided with a thread, and a limiting groove 412 is provided at one end of the connecting seat 41 close to the transmission section 123. The inner wall of the limiting groove 412 is provided with a thread that cooperates with the transmission section 123. By screwing the connection, transmission can be realized, and the axial rotational motion of the shaft body 10 is converted into the axial motion of the connecting seat 41. The structure is simple, the transmission efficiency is high, and the response speed is fast.

[0099] Optionally, the limiting groove 412 is a semicircular arc groove.

[0100] In order to enable the connecting seat 41 to move axially through threaded transmission, there should be at least one component that applies external force to the connecting seat 41 so that the connecting seat 41 can be in close contact with the transmission section 123 in the direction perpendicular to the axial direction. Therefore, the axial displacement part 40 also includes a fixing part 45.

[0101] In conjunction with Figures 2 and 3, the outer shell 50 is provided on the outside of the shaft body 10, and the shell 50 includes a functional cavity 51. The shaft body 10 is installed in the functional cavity 51. The end of the connecting shaft 101 away from the shaft body 10 protrudes from the functional cavity 51 and is connected to the steering wheel. The shell 50 includes a fixed cavity 52, which is communicated with the functional cavity 51, and the functional cavity 51 passes through one side surface of the shell 50 along the radial direction. The fixing member 45 is installed in the fixed cavity 52 and is fixedly set on the shell 50.

[0102] Optionally, the shaft body 10 is coaxially connected to the housing 50 .

[0103] As shown in Figure 8, a guide bar 451 is protruded from one of the connecting seat 41 and the fixing member 45, and a guide groove 413 is opened on the other. When the fixing member 45 is connected to the connecting seat 41, the guide bar 451 is accommodated in the guide groove 413, and the guide bar 451 cooperates with the guide groove 413, so that the connecting seat 41 can move axially relative to the fixing member 45. The setting of the fixing member 45 can press the connecting seat 41 tightly against the shaft body 10, thereby ensuring the transmission quality.

[0104] Optionally, the guide groove 413 is configured as a V-shaped groove or an arc-shaped groove.

[0105] Optionally, the guide bar 451 is integrally formed with the connecting seat 41 or the fixing member 45 .

[0106] As shown in FIG1 , the pivoting portion 40 further includes a cover 46, which is located at the end of the fixing member 45 away from the connecting seat 41. The cover 46 is connected to the housing 50 via a fastener 47. The cover 46 and the fixing member 45 are provided with fastening holes that cooperate with the fastener 47. The fastener 47 is inserted into the fastening holes and connected to the housing 50. The shape and size of the fixing cavity 52 can be adjusted so that the housing 50 has a position at the fixing cavity 52 for connection with the fastener 47. This example is not described in detail here.

[0107] Optionally, the fastener 47 is configured as a bolt, and the fastening hole is configured as a screw hole, which facilitates disassembly and subsequent maintenance, thereby reducing production and maintenance costs.

[0108] Optionally, two fasteners 47 are provided and are axially arranged on both sides of the cover 46 .

[0109] For example, as shown in FIG1 , the axial displacement portion 40 further includes an elastic member 48, which is disposed between the cover 46 and the fixing member 45. The elastic member 48 can apply a force to the fixing member 45 close to the connecting seat 41 to cooperate with the fixing member 45, so that the connecting seat 41 is in close contact with the transmission section 123, thereby improving the transmission efficiency of the connecting seat 41 and the transmission section 123.

[0110] The fastener 47 passes through the elastic member 48 and is connected to the fixing member 45 . When the cover 46 and the fixing member 45 are fixed by the fastener 47 , the fastener 47 can cause the elastic member 48 to generate elastic deformation, so that the elastic member 48 applies force to the fixing member 45 .

[0111] Optionally, the elastic member 48 is a columnar spring or a disc spring.

[0112] For example, as shown in Figure 1, the end of the fastener 47 passes through the fixing member 45 and contacts at least one of the first clamp 22 and the second clamp 32. When the shaft 10 rotates axially one circle driven by the steering wheel, the end of the fastener 47 contacts the first clamp 22 and / or the second clamp 32 and generates a certain damping force, which increases the resistance to the rotation of the steering wheel compared to other positions, and can serve to remind the user that the steering wheel has been rotated one circle. Especially for some novice drivers, it has a good reminder effect and reduces the difficulty of operating the steering wheel.

[0113] For example, as shown in FIG4 , a slide groove 221 is provided on the first clamp 22 and / or the second clamp 32 , and the end of the fastener 47 is installed in the slide groove 221 . With such a configuration, the damping force of one rotation of the steering wheel can be adjusted by the amount of entry of the fastener 47 relative to the slide groove 221 .

[0114] Optionally, the sliding groove 221 is configured as an arc-shaped groove.

[0115] In one embodiment of the present application, as shown in Figure 9, a first arc-shaped member 222 and a side block 223 are provided at one end of the first clamping member 22 and the second clamping member 32. The side block 223 is located at one end of the first arc-shaped member 222 away from the first block 42 and the second block 43. One end of the first block 42 and the second block 43 is provided with a second arc-shaped member 421 that cooperates with the first arc-shaped member 222. The first arc-shaped member 222 and the second arc-shaped member 421 protrude toward the side approaching each other, or one of the first arc-shaped member 222 and the second arc-shaped member 421 protrudes toward the side approaching each other, and the other is concave toward the side approaching each other.

[0116] When the steering wheel is rotated to the extreme position, the first arc-shaped member 222 and the second arc-shaped member 421 gradually contact each other. At this time, the resistance to the steering wheel rotation increases, which can remind the driver that the steering wheel is about to be rotated to the extreme position, thereby improving the user experience.

[0117] It can be understood that if one of the first arc-shaped member 222 and the second arc-shaped member 421 is convex toward the side close to each other and the other is concave toward the side close to each other, the side stop 223 is not necessary.

[0118] In the steering system assembly with an adjustable number of steering wheel turns of the present application, the functional component is used to cooperate with the shaft body 10 to limit the rotation of the shaft body 10, thereby limiting the number of rotations of the steering wheel connected to the shaft body 10;

[0119] The functional component includes a follower and an axial displacement portion 40. The follower rotates synchronously with the shaft body 10. The axial displacement portion 40 cooperates with the shaft body 10 to move axially relative to the shaft body 10. When the axial displacement portion 40 moves to cooperate with the follower, the follower can be limited in the circumferential direction so that the follower cannot continue to rotate in the same direction with the shaft body 10, thereby limiting the steering wheel. At this time, the steering wheel rotates to the extreme position. Through the cooperation of the mechanical structure, the rotation of the shaft body 10 can be cleverly utilized to achieve the cooperation relationship between the follower and the axial displacement portion 40. The structure is simple and does not occupy a large space, which is convenient for layout.

[0120] The position of the follower part in the axial and / or circumferential direction is adjustable, which can change the number of rotations of the shaft body 10 when the follower part cooperates with the axial shifting part 40, thereby playing the role of adjusting the number of steering wheel rotations. It can be suitable for different vehicle models and steering wheel requirements, the adjustment operation is simple, and it has good applicability.

[0121] The above is only a specific implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any changes or replacements that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed in this application should be covered by the scope of protection of the present application.

Claims

1. A steering system assembly with adjustable number of steering wheel revolutions, comprising a shaft (10) and a functional component mounted on the shaft (10), wherein the shaft (10) is used to connect the steering wheel and can rotate synchronously with the steering wheel around the axial direction, wherein the functional component comprises a follower and an axial displacement portion (40) connected to the shaft (10), wherein the follower is convexly arranged on the outermost surface of the shaft (10) in the radial direction and rotates synchronously with the shaft (10) around the axial direction, wherein the position of the follower is adjustable in at least one direction of the axial direction and the circumferential direction, wherein the axial displacement portion (40) is configured such that when the shaft (10) rotates around the axial direction, the axial displacement portion (40) moves axially toward or away from the follower, wherein the axial displacement portion (40) has a mating position relative to the shaft (10), wherein when the axial displacement portion (40) moves to the mating position, the axial displacement portion (40) cooperates with the follower so that the shaft (10) cannot continue to rotate in the rotation direction.

2. The steering system assembly with adjustable steering wheel turns according to claim 1, wherein: The follower portion comprises a first limit member (20) and a second limit member (30), wherein the first limit member (20) and the second limit member (30) are installed on the shaft body (10) at intervals along the axial direction, and at least one of the first limit member (20) and the second limit member (30) is configured to be movably connected to the shaft body (10) so that the position of at least one of the first limit member (20) and the second limit member (30) relative to the shaft body (10) is adjustable, and the axial displacement portion (40) is located between the first limit member (20) and the second limit member (30).

3. The steering system assembly with adjustable steering wheel turns according to claim 2, wherein: The shaft body (10) comprises a second core shaft (12), the second core shaft (12) comprises a first functional section (121), a second functional section (122) and a transmission section (123), the transmission section (123) is located between the first functional section (121) and the second functional section (122), and is axially connected to the first functional section (121) and the second functional section (122), the first position-limiting member (20) is mounted on the first functional section (121), the second position-limiting member (30) is mounted on the second functional section (122), and the shaft shifting portion (40) is mounted on the transmission section (123).

4. The steering system assembly with adjustable steering wheel turns according to claim 3, wherein: The first limiting member (20) comprises a first adjusting member (21) and a first clamping member (22); the first adjusting member (21) is provided with an adjusting groove (211) along the axial direction; the first functional section (121) is at least partially installed in the adjusting groove (211); and the first clamping member (22) is located on the outermost surface of the first adjusting member (21) along the radial direction.

5. The steering system assembly with adjustable steering wheel turns according to claim 4, wherein: The inner wall of the adjustment groove (211) is provided with threads, the outermost surface of the first functional section (121) in the radial direction is provided with threads matching the adjustment groove (211), and the first adjustment member (21) is threadedly connected to the first functional section (121).

6. The steering system assembly with adjustable steering wheel turns according to claim 4, wherein: One of the inner wall of the adjustment groove (211) and the outermost surface of the first functional section (121) in the radial direction is provided with a positioning rib (212) protruding thereon, and the other is provided with a positioning groove (1211), and the positioning rib (1211) is installed in the positioning groove (1211).

7. The steering system assembly with adjustable steering wheel turns according to claim 5 or 6, wherein: The second limiting member (30) comprises a second adjusting member (31) and a second clamping member (32); the second adjusting member (31) is provided with an adjusting groove (211) along the axial direction to cooperate with the second functional section (122); the second functional section (122) is at least partially mounted in the adjusting groove (211); the second clamping member (32) is located on the outermost surface of the second adjusting member (31) along the radial direction; the adjusting groove (211) of the second adjusting member (31) is screwed to the second functional section (122); or, one of the inner wall of the adjusting groove (211) of the second adjusting member (31) and the outermost surface of the second functional section (122) along the radial direction is provided with a positioning rib (212), and the other is provided with a positioning groove (1211).

8. The steering system assembly with adjustable steering wheel revolutions according to any one of claims 3 to 7, wherein: The axial displacement portion (40) comprises a connecting seat (41), a first stopper (42) and a second stopper (43); the connecting seat (41) is movably connected to the transmission section (123), and the connecting seat (41) can move axially relative to the transmission section (123); the first stopper (42) is located at one end of the connecting seat (41) close to the first limiting member (20), and the second stopper (43) is located at one end of the connecting seat (41) close to the second limiting member (30).

9. The steering system assembly with adjustable steering wheel turns according to claim 8, wherein: The axial displacement portion (40) includes a reinforcement member (44), the first stop member (42) and the second stop member (43) are connected via the reinforcement member (44), a mounting groove (411) matching with the reinforcement member (44) is provided on the connection seat (41), the reinforcement member (44) is detachably mounted in the mounting groove (411), the first stop member (42) and the second stop member (43) are exposed in the mounting groove (411) and protrude from both ends of the connection seat (41) along the axial direction.

10. The steering system assembly with adjustable steering wheel turns according to claim 8 or 9, wherein: The shaft body (10) is externally sleeved with a shell (50), the shell (50) comprising a functional cavity (51) and a fixed cavity (52), the shaft body (10) being installed in the functional cavity (51), the fixed cavity (52) being communicated with the functional cavity (51), and the fixed cavity (52) penetrating a radial side surface of the shell (50), the shaft displacement portion (40) comprising a fixing member (45) located in the fixing cavity (52), the fixing member (45) being connected to the shell (50), the connecting seat (41) being movable in the axial direction relative to the fixing member (45), and the fixing member (45) being used to make the connecting seat (41) contact with the transmission section (123).

11. The steering system assembly with adjustable steering wheel turns according to claim 10, wherein: The axial displacement portion (40) further comprises a cover (46) and a fastener (47); the cover (46) is located at one end of the fixing member (45) away from the connecting seat (41); and fastening holes cooperating with the fastener (47) are provided on the cover (46) and the fixing member (45).

12. The steering system assembly with adjustable steering wheel turns according to claim 11, wherein: The end of the fastener (47) passes through the fixing member (45) and contacts at least one of the first clamping member (22) and the second clamping member (32) of the follower portion.

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