Switch assembly, combination switch, and vehicle

Abstract

The embodiments of the present application belong to the technical field of combination switches. Provided are a switch assembly, a combination switch, and a vehicle. The switch assembly comprises a lever, an electric motor, and a transmission member. The transmission member is in transmission connection with the lever and an electric motor shaft of the electric motor, and the transmission member is configured to receive a driving force output by the electric motor and drive the lever to rotate. The electric motor drives the lever to rotate by means of the transmission member, such that the lever is decoupled from an instrument display, thereby preventing the lever from colliding with the instrument display during storage of a steering wheel, increasing the movement stroke of the steering wheel, and increasing the use space between the steering wheel and a driver.

Description

Switching components, combination switches and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202423321327.7, filed with the China National Intellectual Property Administration on December 31, 2024, entitled "Switch Assembly, Combination Switch and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of combination switch technology, and in particular to a switch assembly, combination switch, and vehicle. Background Technology

[0003] Currently, car dashboards feature instrument displays for information such as speed and fuel consumption to enhance the driving experience. Additionally, cars often have a steering wheel folding function. In related technologies, a movable part of the steering column connects to the combination switch and the steering wheel. Moving this movable part moves the steering wheel and combination switch towards the dashboard, thus folding the steering wheel back. The steering wheel's travel is designed to be short to prevent the combination switch lever from hitting the instrument display; however, this also results in less usable space between the steering wheel and the driver. Summary of the Invention

[0004] This application provides a switch assembly, a combination switch, and a vehicle, which, by rotating a lever, prevents the lever from hitting the instrument display during the steering wheel retraction process, increases the steering wheel's travel distance, and increases the usable space between the steering wheel and the driver.

[0005] In a first aspect, embodiments of this application provide a switch assembly, which includes a lever, a motor, and a transmission component. The transmission component drivesly connects the lever to the motor shaft, and is used to receive the driving force output by the motor and drive the lever to rotate.

[0006] During the process of retracting the steering wheel, the motor drives the lever to rotate through the transmission components, adjusting the lever's posture so that the lever is decoupled from the instrument display on the dashboard during the steering wheel's retraction. This prevents the lever from hitting the instrument display, allowing the lever to be positioned on the back side of the instrument display to increase the steering wheel's travel and thus increase the usable space between the steering wheel and the driver.

[0007] In some possible implementations, the transmission components include a driven component and a driving component. The driven component is fixedly connected to the lever. The driving component is fixedly connected to the motor shaft of the motor. The driving component receives the driving force and transmits it to the driven component. Under the action of the received driving force, the driven component rotates, causing the lever to rotate.

[0008] In this implementation, the driving force output by the motor can be transmitted to the lever through the cooperation of the driving and driven components, so that the lever rotates.

[0009] In some possible implementations, the motor is a self-locking motor, and the transmission component has a driving state and a disengaged state, switching between these states under the drive of the motor. When the transmission component is in the driving state, the driving component and the driven component are connected by a transmission. When the transmission component is in the disengaged state, the driving component and the driven component are separated.

[0010] In this implementation, a self-locking motor is used to output driving force. On the one hand, it can realize the rotation of the lever. On the other hand, after the lever is rotated to the position, the self-locking motor locks itself and the transmission component is in the transmission state. The self-locking structure of the self-locking motor locks the lever through the transmission component to prevent the lever from rotating, thus realizing the self-locking of the lever.

[0011] In some possible implementations, the driven element is a gear, and the driving element is an incomplete gear, sector gear, or rack. When the transmission element is in the transmission state, the driving element meshes with the driven element.

[0012] In this implementation, the driving component is rotated by a motor, which causes the driving component to engage or disengage with the driven component, so that the transmission component has a transmission state and a disengagement state and can switch between the transmission state and the disengagement state.

[0013] In some possible implementations, the motor is a non-self-locking motor, the driving element and the driven element are drivenly connected, and the switching assembly also includes a locking element for locking or releasing one of the driving element, the driven element, the lever, and the motor shaft.

[0014] When the motor is a non-self-locking motor and the driving and driven parts are always connected, locking or releasing one of the driving, driven, lever, and motor shaft by locking the lever can achieve self-locking of the lever after it has rotated to the correct position, thus preventing the lever from rotating.

[0015] In some possible implementations, the driving element rotates under the action of a driving force, which in turn drives the driven element to rotate.

[0016] In this implementation, on the one hand, the motor can drive the lever to rotate, and on the other hand, the size of the active component can be reduced.

[0017] In some possible implementations, both the driving and driven components are gears. When the driving and driven components mesh, the driving component rotates under the drive force and drives the driven component to rotate.

[0018] In this implementation, the motor drives the lever to rotate via two gears, thereby achieving the purpose of rotating the lever.

[0019] In some possible implementations, the driving element is an incomplete gear or a sector gear, and the driven element is a full-tooth gear. Alternatively, both the driving and driven elements are incomplete gears or sector gears. Alternatively, both the driving and driven elements are full-tooth gears.

[0020] In some possible implementations, the driving member includes a first protrusion and the driven member includes a second protrusion. When the first protrusion and the second protrusion are in contact in the circumferential direction of the motor shaft, the driving member rotates under the drive force and drives the driven member to rotate.

[0021] In this implementation, the motor drives the active component to rotate, and the first protrusion abuts against the second protrusion along the circumference of the motor shaft, causing the first protrusion to push the second protrusion to rotate, thereby achieving the purpose of rotating the lever.

[0022] In some possible implementations, the transmission component also includes a transmission element that drives the driving component and the driven component, and the transmission element is used to transmit the driving force transmitted by the driving component to the driven component.

[0023] In this implementation, the driving element is indirectly connected to the driven element through a transmission element. When the driving element rotates, it drives the driven element to rotate through the transmission element, which can also achieve the purpose of rotating the lever.

[0024] In some possible implementations, the transmission element is a belt, and the transmission element, driving element, and driven element constitute a belt mechanism. Alternatively, the transmission element is a chain, and the transmission element, driving element, and driven element constitute a chain mechanism.

[0025] In some possible implementations, the driving member moves in a straight line under the action of the driving force and drives the driven member to rotate.

[0026] In this implementation, the driving member moves in a straight line while the driven member rotates, which can also achieve the purpose of rotating the lever.

[0027] In some possible implementations, the driving element is a rack and the driven element is a gear. When the driving element and the driven element mesh, the driving element moves in a straight line under the action of the driving force and drives the driven element to rotate.

[0028] In some possible implementations, the switch assembly also includes a housing, a lever movably connected to the housing, and a motor fixedly connected to the housing.

[0029] In this implementation, the housing serves as the load-bearing structure for the switch assembly, supporting components such as the lever and motor. Furthermore, mounting the motor on the housing helps improve the integration of the switch assembly.

[0030] Secondly, embodiments of this application provide a combination switch, which includes a mounting component and a switch assembly as described in any of the first aspects, wherein the mounting component is fixedly connected to the switch assembly and is used for connection to a steering column.

[0031] In this embodiment, the switch assembly has a transmission component and a motor. The motor drives the lever to rotate through the transmission component, so that the lever of the switch assembly can rotate, thereby preventing the lever from hitting the instrument display during the steering wheel retraction process.

[0032] Thirdly, embodiments of this application provide a vehicle that includes a steering column, a steering wheel, and a combination switch as described in the second aspect, wherein both the combination switch and the steering wheel are mounted on the steering column.

[0033] In some possible implementations, the steering wheel is a foldable steering wheel, which includes a fixed part and a movable part. The fixed part is connected to the steering column, and the movable part is rotatably connected to the fixed part.

[0034] In this implementation, by folding the steering wheel, the volume of the steering wheel can be reduced, the difficulty of moving the steering wheel can be reduced, and the size of the storage groove for storing the steering wheel can be reduced.

[0035] In some possible implementations, the steering column includes a movable part, a fixed part, and a drive element. The first end of the movable part is connected to the steering wheel and the combination switch, the second end of the movable part is movably connected to the fixed part, and the drive element is used to drive the movable part to move linearly relative to the fixed part.

[0036] In this implementation, the moving part is driven to move linearly relative to the fixed part by a driving component. The moving part can drive the steering wheel and combination switch to move linearly to accommodate or unfold the combination switch and steering wheel. Attached Figure Description

[0037] Figure 1 is a structural schematic diagram of a vehicle in the related art;

[0038] Figure 2 is a first schematic diagram of the steering wheel in an unfolded state relative to the dashboard provided in an embodiment of this application;

[0039] Figure 3 is a second schematic diagram showing the steering wheel in the unfolded state relative to the dashboard, as shown in Figure 2.

[0040] Figure 4 is a schematic diagram of the structure of the instrument panel, steering wheel, steering column and combination switch shown in Figure 2;

[0041] Figure 5 is a schematic diagram of the steering wheel and combination switch in Figure 2 in the stowed state;

[0042] Figure 6 is a schematic diagram of the combination switch in Figure 5 and its storage groove.

[0043] Figure 7 is an exploded view of a combination switch and steering column provided in an embodiment of this application;

[0044] Figure 8 is a three-dimensional structural diagram of the switch assembly in Figure 3;

[0045] Figure 9 is a front view of the switch assembly shown in Figure 8;

[0046] Figure 10 is a structural schematic diagram of the second type of transmission component provided in an embodiment of this application;

[0047] Figure 11 is a structural schematic diagram of the third type of transmission component provided in the embodiment of this application;

[0048] Figure 12 is a structural schematic diagram of the fourth type of transmission component provided in the embodiment of this application;

[0049] Figure 13 is a structural schematic diagram of the fifth type of transmission component provided in the embodiment of this application;

[0050] Figure 14 is a structural schematic diagram of the sixth type of transmission component provided in the embodiments of this application.

[0051] Explanation of reference numerals in the attached drawings: 10, lever; 11, first lever; 12, second lever; 13, third lever; 20, motor; 30, transmission component; 31, driving component; 311, first protrusion; 312, first connecting part; 32, driven component; 321, second protrusion; 322, second connecting part; 33, transmission element; 40, housing; 100, combination switch; 110, switch assembly; 110a, first switch assembly; 110b, second switch assembly; 120, mounting component; 200, steering wheel; 210, fixed part; 220, movable part; 300, steering column; 310, movable part; 320, fixed part; 330, driving component; 400, instrument panel; 410, instrument display; 420, instrument housing; 421, mating through hole; 422, storage groove. Detailed Implementation

[0052] The terminology used in the implementation section of this application is for the purpose of explaining specific embodiments of this application only, and is not intended to limit this application.

[0053] Figure 1 is a structural schematic diagram of a vehicle in the related technology.

[0054] In related technologies, as shown in Figure 1, the instrument panel includes an instrument housing 550 and an instrument display 510. The instrument display 510 is fixedly connected to the instrument housing 550 and is located below the steering wheel 530. It is used to display vehicle information such as speed and fuel consumption to improve the driving experience. The steering column 520 includes a fixed portion 521 and a movable portion 522. The movable portion 522 is movably connected to the fixed portion 521 and can move linearly relative to the fixed portion 521. The movable portion 522 is used to support the steering wheel 530 and the combination switch 540.

[0055] Currently, automobiles are equipped with steering wheel storage functions, providing drivers with more usable space in scenarios such as intelligent driving, driver entry and exit, and parking rest. When the steering wheel 530 is stored, the movable part 522 moves towards the dashboard relative to the fixed part 521 along the X direction in Figure 1, causing the combination switch 540 and the steering wheel 530 to move towards the dashboard, thus achieving the purpose of storing the steering wheel 530. The steering wheel 530 has a short travel distance to avoid the lever 541 of the combination switch 540 hitting the instrument display 510; however, this also results in a smaller usable space between the steering wheel 530 and the driver.

[0056] In view of this, embodiments of this application provide a switch assembly, a combination switch, and a vehicle. The switch assembly is equipped with a motor and a transmission component. The motor drives a lever to rotate at a certain angle through the transmission component, thereby decoupling the lever from the instrument display during the steering wheel retraction process. The lever will not collide with the instrument display, thus avoiding damage to the instrument display. At the same time, it increases the travel distance of the steering wheel towards the dashboard, resulting in a large travel distance design for the steering wheel. Consequently, the usable space between the steering wheel and the driver is designed to be large, improving the user experience.

[0057] The means of transportation can be known vehicles such as cars, airplanes, ships, and rockets, or it can be newly emerging means of transportation in the future. Cars can be electric vehicles, gasoline vehicles, or hybrid vehicles, such as pure electric vehicles, range-extended electric vehicles, hybrid electric vehicles, fuel cell vehicles, and new energy vehicles, etc., and this application does not make specific limitations in this regard.

[0058] Figure 2 is a first schematic diagram of the steering wheel in an unfolded state relative to the dashboard provided in an embodiment of this application. Figure 3 is a second schematic diagram of the steering wheel in an unfolded state relative to the dashboard shown in Figure 2. Figure 4 is a structural schematic diagram of the dashboard, steering wheel, steering column and combination switch shown in Figure 2 in cooperation. Figure 5 is a schematic diagram of the steering wheel and combination switch in Figure 2 in a retracted state. Figure 6 is a schematic diagram of the combination switch in Figure 5 cooperating with the retracted groove.

[0059] The vehicle includes an instrument panel 400, a steering column 300, a steering wheel 200, and a combination switch 100. As shown in Figure 2 or Figure 4, the instrument panel 400 includes an instrument display 410 and an instrument housing 420. The instrument display 410 is fixedly connected to the instrument housing 420 and is used to display information such as fuel consumption and speed. The instrument housing 420 has a through hole 421 for the steering column 300 to pass through, so that both the combination switch 100 and the steering wheel 200 are mounted on the steering column 300.

[0060] In some possible implementations, as shown in Figure 2, the instrument housing 420 may include a receiving groove 422, which is a recessed groove into the interior of the instrument panel 400. Referring to Figures 5 and 6, the receiving groove 422 is used to receive the lever 10 of the combination switch 100 and the steering wheel 200, thereby further increasing the travel of the steering wheel 200 during storage and thus further increasing the driver's usable space.

[0061] In some possible implementations, as shown in Figures 2 and 5, the steering wheel 200 is a foldable steering wheel. The foldable steering wheel includes a fixed portion 210 and a movable portion 220. The fixed portion 210 is connected to the steering column 300, and the movable portion 220 is rotatably connected to the fixed portion 210. During the process of folding the steering wheel 200, the movable portion 220 first rotates relative to the fixed portion 210, folding the steering wheel 200. Then, the steering wheel 200 moves towards the instrument panel 400 until it is stored in the storage recess 422. By folding the steering wheel 200 to reduce its volume, the difficulty of folding the steering wheel 200 can be reduced, and the size of the storage recess 422 can be reduced, minimizing the impact on the arrangement of internal components in the instrument panel 400.

[0062] Of course, the steering wheel 200 can be either a folding steering wheel or a non-folding steering wheel.

[0063] Typically, a steering wheel 200 includes a rim (or disc), a center hub, and spokes, with the spokes connecting the center hub and the rim. Therefore, in some embodiments, the rim includes a fixed section and a movable section, the movable section forming the movable part 220, and the fixed section, center hub, and spokes forming the fixed part 210.

[0064] In order to fold the steering wheel 200, in some embodiments, the steering wheel 200 may also include a power mechanism (not shown in the figure), which is connected to the movable part 220. After the vehicle controller issues a command to fold the steering wheel 200, the power mechanism drives the movable part 220 to rotate relative to the fixed position, thereby realizing the folding of the steering wheel 200.

[0065] During the retraction of the steering wheel 200, the steering column 300 retracts the steering wheel 200 and the combination switch 100 toward the instrument panel 400, so that the steering wheel 200 and the combination switch 100 are retracted to a preset position. Therefore, in some embodiments, as shown in FIG4, the steering column 300 may include a movable portion 310, a fixed portion 320, and a drive member 330. A first end of the movable portion 310 is connected to the steering wheel 200 and the combination switch 100, and a second end of the movable portion 310 is movably connected to the fixed portion 320. The drive member 330 is used to drive the movable portion 310 to move linearly relative to the fixed portion 320, for example, the movable portion 310 moves linearly along the X direction in FIG4. By driving the movable portion 310 to move linearly relative to the fixed portion 320, the movable portion 310 can drive the steering wheel 200 and the combination switch 100 to move linearly, so as to retract or unfold the combination switch 100 and the steering wheel 200.

[0066] In one embodiment, the movable part 310 and the fixed part 320 are slidably connected, and the driving member 330 is drively connected to the movable part 310. The driving member 330 drives the movable part 310 to slide relative to the fixed part 320, thereby causing the combination switch 100 and the steering wheel 200 to move linearly, so as to accommodate or deploy the combination switch 100 and the steering wheel 200. The driving member 330 can be a linear motor, a cylinder, a hydraulic cylinder, or other driving element.

[0067] In another embodiment, the movable part 310 and the fixed part 320 can be threadedly connected, and the driving member 330 is driven to rotate the fixed part 320. The driving member 330 drives the fixed part 320 to rotate, thereby the fixed part 320 drives the movable part 320 to rotate and move linearly relative to the fixed part 320. In turn, the movable part 310 drives the combination switch 100 and the steering wheel 200 to move linearly to unfold or retract the combination switch 100 and the steering wheel 200.

[0068] Typically, the combination switch 100, also known as the steering column switch or multi-function switch, is used by the driver to control vehicle functions, such as turning on the low beam headlights, high beam headlights, turn signals, and windshield wipers.

[0069] Figure 7 is an exploded view of a combination switch and steering column provided in an embodiment of this application.

[0070] For example, as shown in FIG7, the combination switch 100 includes a mounting member 120 and two switch assemblies 110. The mounting member 120 is fixedly connected to the switch assemblies 110 and is used to connect to the steering column 300. The two switch assemblies 110 are respectively connected to opposite sides of the mounting member 120. The two switch assemblies 110 are a first switch assembly 110a and a second switch assembly 110b. The first switch assembly 110a is used to control the opening and closing of lighting functions such as turn signals and high / low beams, while the second switch assembly 110b is used to control the operation of devices such as windshield wipers and washers.

[0071] Figure 8 is a three-dimensional structural diagram of the switch assembly in Figure 3.

[0072] Referring to Figures 7 and 8, the switch assembly 110 may include a lever 10, a housing 40, a motor 20, and a transmission component 30. The housing 40 is fixedly connected to the mounting component 120, the lever 10 is movably connected to the housing 40, and the motor 20 is fixedly connected to the housing 40. Therefore, the housing 40 serves as the load-bearing structure of the entire switch assembly 110, supporting the lever 10 and the motor 20. Furthermore, mounting the motor 20 on the housing 40 helps improve the integration of the switch assembly 110. Of course, in some embodiments, the motor 20 may also be mounted on the mounting component 120, the instrument panel 400, or other structures.

[0073] Typically, due to the installation position of the housing 40 and ease of operation for the driver, the lever 10 is not a straight lever structure. For example, as shown in Figure 8, the lever 10 may include a first lever portion 11, a second lever portion 12, and a third lever portion 13 connected in sequence, with the first lever portion 11 and the third lever portion 13 spaced apart, and the second lever portion 12 inclined.

[0074] As shown in Figure 8, the transmission component 30 connects the lever 10 to the motor shaft of the motor 20. The transmission component 30 receives the driving force output by the motor 20 and drives the lever 10 to rotate. In other words, the motor 20 drives the lever 10 to rotate through the transmission component 30. Thus, during the process of retracting the steering wheel 200, the motor 20 drives the lever 10 to rotate through the transmission component 30, decoupling the lever 10 from the instrument display 410. The lever 10 will not collide with the instrument display 410, and the lever 10 can be located on the back side of the instrument display 410 opposite to the display side, thereby increasing the travel of the steering wheel 200 and increasing the usable space between the steering wheel 200 and the driver.

[0075] As shown in Figure 8, the transmission component 30 includes a driven component 32 and a driving component 31. The driven component 32 is fixedly connected to the lever 10. The driving component 31 is fixedly connected to the motor shaft of the motor 20. The driving component 31 receives the driving force and transmits it to the driven component 32. Under the action of the received driving force, the driven component 32 rotates, causing the lever 10 to rotate. Through the cooperation of the driving component 31 and the driven component 32, the transmission component 30 can transmit the driving force output by the motor 20 to the lever 10, causing the lever 10 to rotate.

[0076] In some possible implementations, the motor 20 outputs driving force, the driving element 31 receives the driving force and rotates under its influence, and the rotation of the driving element 31 simultaneously drives the driven element 32 to rotate. In this way, the driving element 31 transmits the driving force output by the motor 20 to the driven element 32 through its rotational motion, causing the driven element 32 to rotate and drive the lever 10 to rotate. Furthermore, by transmitting the driving force to the driven element 32 through the direction of rotation, the size of the driving element 31 can be reduced, contributing to the miniaturization of the switch assembly 110.

[0077] In one embodiment, as shown in Figure 8, both the driving member 31 and the driven member 32 are gears. When the driving member 31 and the driven member 32 are engaged, the driving member 31 rotates under the drive force and drives the driven member 32 to rotate. When the steering wheel 200 needs to be retracted, the motor 20 drives the driving member 31 to rotate. The rotation of the driving member 31 drives the driven member 32 to rotate simultaneously. The rotation of the driven member 32 is synchronized with the rotation of the lever 10, thereby adjusting the attitude of the lever 10 and preventing the lever 10 from hitting the instrument display 410 during the movement of the steering wheel 200.

[0078] Figure 9 is a front view of the switch assembly shown in Figure 8, Figure 10 is a structural schematic diagram of the second type of transmission component provided in the embodiment of this application, and Figure 11 is a structural schematic diagram of the third type of transmission component provided in the embodiment of this application.

[0079] The type of gears used for the driving member 31 and the driven member 32 is not limited here. In some embodiments, as shown in FIG9, the driving member 31 is an incomplete gear and the driven member 32 is a full-tooth gear. In some embodiments, as shown in FIG10, the driving member 31 is a sector gear and the driven member 32 is a full-tooth gear. In some embodiments, both the driving member 31 and the driven member 32 are incomplete gears. In some embodiments, both the driving member 31 and the driven member 32 are incomplete gears. In some embodiments, as shown in FIG11, both the driving member 31 and the driven member 32 are full-tooth gears.

[0080] Understandably, an incomplete gear refers to a gear whose circumference has teeth only in certain areas. In other words, teeth are not present in all locations; rather, they are placed in certain areas according to specific design requirements, while remaining absent in others. A full-tooth gear, on the other hand, refers to a gear with a complete set of teeth evenly distributed across its circumference.

[0081] When the driving member 31 is an incomplete gear or a sector gear, the driving member 31 and the driven member 32 can be engaged or disengaged. Specifically, when the steering wheel 200 needs to be stowed, the driving member 31 engages with the driven member 32, transmitting driving force to the driven member 32 to rotate the lever 10. When the steering wheel 200 does not need to be stowed, the driving member 31 and the driven member 32 disengage (as shown in Figure 9 or Figure 10), and the driving member 31 does not affect the rotation of the driven member 32, allowing the lever 10 to rotate freely.

[0082] Figure 12 is a structural schematic diagram of the fourth type of transmission component provided in the embodiments of this application.

[0083] In another embodiment, as shown in FIG12, the driving member 31 includes a first protrusion 311 and a first connecting portion 312, and the driven member 32 includes a second protrusion 321 and a second connecting portion 322. The first connecting portion 312 is fixedly connected to the motor shaft of the motor 20, and the second connecting portion 322 is fixedly connected to the lever 10. The first protrusion 311 is used to contact the second protrusion 321 in the circumferential direction of the motor shaft (as shown in direction M in FIG12), thereby realizing the transmission connection between the driving member 31 and the driven member 32.

[0084] When the first protrusion 311 and the second protrusion 321 contact each other on the circumferential direction of the motor shaft (as shown in direction M in Figure 12), the driving member 31 rotates under the drive force, causing the driven member 32 to rotate. When the first protrusion 311 and the second protrusion 321 separate, the driving member 31 and the driven member 32 separate. Therefore, when the steering wheel 200 needs to be stored, the motor 20 drives the driving member 31 to rotate. At this time, the first protrusion 311 rotates and abuts against the second protrusion 321 on the circumferential direction of the motor shaft. The first protrusion 311 pushes the second protrusion 321 to rotate, thereby rotating the driven member 32, and then the lever 10 rotates.

[0085] As shown in Figure 12, there is one first protrusion 311. However, in some embodiments, there may be two first protrusions 311. Along the circumference of the motor shaft, a second protrusion 321 is inserted between the two first protrusions 311.

[0086] As shown in Figure 12, there is one second protrusion 321. However, in some embodiments, there may be two second protrusions 321. Along the circumference of the motor shaft, the first protrusion 311 is inserted between the two second protrusions 321.

[0087] The specific shape of the first protrusion 311 is not limited here. For example, the first protrusion 311 can be an arc-shaped protrusion, a rectangular protrusion, or other structures.

[0088] The specific shape of the second protrusion 321 is not limited here. For example, the second protrusion 321 can be an arc-shaped protrusion, a rectangular protrusion, or other structures.

[0089] Figure 13 is a structural schematic diagram of the fifth type of transmission component provided in the embodiments of this application. It should be noted that the shapes of the driving component 31, driven component 32 and transmission element 33 in Figure 13 are only used to illustrate the relationship between the three and do not limit their specific shapes.

[0090] In the above description, the driving member 31 and the driven member 32 are directly connected by transmission. However, the driving member 31 and the driven member 32 can also be indirectly connected by transmission, as shown in Figure 13.

[0091] In some possible implementations, as shown in Figure 13, the transmission component 30 includes a driving component 31, a driven component 32, and a transmission element 33. The transmission element 33 drives the driving component 31 and the driven component 32, and is used to transmit the driving force transmitted by the driving component 31 to the driven component 32. Therefore, the driving component 31 is indirectly connected to the driven component 32 through the transmission element 33. When the driving component 31 rotates, it drives the driven component 32 to rotate through the transmission element 33, thereby achieving the purpose of rotating the lever 10.

[0092] In some embodiments, the transmission element 33 is a belt, and the driving element 31 and the driven element 32 are both gears, forming a belt mechanism. In some embodiments, the transmission element 33 is a chain, and the driving element 31 and the driven element 32 are both gears, forming a chain mechanism.

[0093] In the above description, the driving member 31 rotates under the action of the driving force, which in turn drives the driven member 32 to rotate. However, in some other possible implementations, the motor 20 outputs a driving force, the driving member 31 receives the driving force and moves linearly under the action of the driving force, and the driving member 31 moves linearly while driving the driven member 32 to rotate. In this way, the driving member 31 transmits the driving force output by the motor 20 to the driven member 32 through linear motion, causing the driven member 32 to rotate and drive the lever 10 to rotate.

[0094] Figure 14 is a structural schematic diagram of the sixth type of transmission component provided in the embodiments of this application.

[0095] For example, as shown in Figure 14, the driving member 31 is a rack and the driven member 32 is a gear. When the driving member 31 and the driven member 32 are engaged, the driving member 31 moves linearly under the action of the driving force and drives the driven member 32 to rotate. Specifically, the motor 20 drives the driving member 31 to move linearly, and the rack moves linearly, driving the driven member 32 to rotate, thereby achieving the purpose of rotating the lever 10.

[0096] Among them, the driven member 32 can be a full gear, an incomplete gear, a sector gear, or other gears.

[0097] To prevent the lever 10 from rotating after it has reached its designated position, in some possible implementations, the motor 20 is a self-locking motor, and the transmission component 30 has a driving state and a disengaged state. Driven by the motor 20, the transmission component 30 switches between these two states. When the transmission component 30 is in the driving state, the driving component 31 and the driven component 32 are connected. When the transmission component 30 is in the disengaged state, the driving component 31 and the driven component 32 are separated (as shown in Figure 9 or Figure 10). Therefore, when the steering wheel 200 does not need to be stowed, the transmission component 30 is in the disengaged state, ensuring that the lever 10 can be used normally. When the steering wheel 200 needs to be stowed, the transmission component 30 is in the driving state (as shown in Figure 14), and the self-locking motor drives the lever 10 to rotate through the transmission component 30 until the lever 10 reaches its designated position, at which point the self-locking motor locks itself, preventing the lever 10 from rotating due to external force.

[0098] Specifically, when the self-locking motor is powered on, the motor shaft can rotate normally and drive the driving component 31 to move. Simultaneously, the driving component 31 drives the driven component 32 to rotate, achieving the rotation of the lever 10. When the self-locking motor is powered off, its self-locking structure locks the motor shaft, preventing it from rotating freely. Consequently, the driving component 31, which is fixedly connected to the motor shaft, also cannot rotate freely, nor can the driven component 32, which is driven by the driving component 31, rotate. Finally, the lever 10, which is fixedly connected to the driven component 32, also cannot rotate.

[0099] Therefore, when the transmission component 30 is in the transmission state and the self-locking motor is self-locking, the lever 10 will not rotate under the action of the self-locking structure of the self-locking motor, thus avoiding the situation where the lever 10 collides with the instrument display 410 due to rotation caused by external force. When the transmission component 30 is in the disengaged state, the driving component 31 and the driven component 32 are separated, and the self-locking of the self-locking motor will not affect the rotation of the lever 10, thus ensuring the use of the lever 10.

[0100] To enable the transmission member 30 to have both a driving state and a disengaged state, in some embodiments, as shown in FIG9, the driven member 32 is a gear, and the driving member 31 is a partial gear; when the transmission member 30 is in the driving state, the driving member 31 meshes with the driven member 32. In some embodiments, as shown in FIG10, the driven member 32 is a gear, and the driving member 31 is a sector gear; when the transmission member 30 is in the driving state, the driving member 31 meshes with the driven member 32. In some embodiments, as shown in FIG14, the driven member 32 is a gear, and the driving member 31 is a rack; when the transmission member 30 is in the driving state, the driving member 31 meshes with the driven member 32.

[0101] When the driving element 31 is an incomplete gear or a sector gear, the motor 20 drives the driving element 31 to rotate, causing the teeth of the driving element 31 to mesh or disengage with the teeth of the driven element 32, thus switching the transmission element 30 between the transmission state and the disengagement state. When the driving element 31 is a rack, the motor 20 drives the driving element 31 to move linearly, causing the teeth of the driving element 31 to mesh or disengage with the teeth of the driven element 32, thus switching the transmission element 30 between the transmission state and the disengagement state.

[0102] However, besides being a self-locking motor, in some other possible implementations, motor 20 can also be a non-self-locking motor. In this case, the driving member 31 and the driven member 32 are connected in a driving connection, and the switch assembly 110 also includes a locking member (not shown in the figure). The locking member is used to lock or release one of the driving member 31, the driven member 32, the lever 10, and the motor shaft of motor 20. Therefore, when motor 20 is a non-self-locking motor and the driving member 31 and the driven member 32 are always connected, locking or releasing one of the driving member 31, the driven member 32, the lever 10, and the motor shaft of motor 20 by the locking member can achieve self-locking of the lever 10 after it has rotated to its position.

[0103] The specific structure of the locking element is not limited here. In some embodiments, the locking element may include a locking motor and a locking connector. The locking motor is a self-locking motor, and the locking connector is fixedly connected to the motor shaft of the locking motor. The locking connector is used to engage with the driving member 31 or the driven member 32. The locking connector has an engaged state or a disengaged state. When the locking connector is in the engaged state, it engages with the driving member 31 or the driven member 32. When the locking connector is in the disengaged state, it is separated from the driving member 31 or the driven member 32. In this way, when the locking connector is in the engaged state and the locking motor is self-locking, the rotation of the lever 10 can be prevented.

[0104] The locking connector can be a sector gear, an incomplete gear, a rack, etc.

[0105] In other embodiments, the locking element is an electromagnetic brake, which can lock or release one of the motor shaft of motor 20, driving member 31, driven member 32, and lever 10. For example, the electromagnetic brake is sleeved on the motor shaft of motor 20. When the electromagnetic brake is energized, it releases the motor shaft of motor 20; when the electromagnetic brake is de-energized, it locks the motor shaft of motor 20.

[0106] In the above description, the transmission component 30 is composed of at least a driving component 31 and a driven component 32. That is, the transmission component 30 is composed of multiple parts. However, in some embodiments, the transmission component 30 may also be a chain or a toothed belt. In this case, the motor shaft of the motor 20 and the lever 10 are both provided with multiple teeth, and the motor shaft of the motor 20 and the lever 10 are engaged with the transmission component 30 through the teeth.

[0107] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal connection of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances. The terms "first," "second," "third," "fourth," etc. (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of this application, and are not intended to limit them. Although the embodiments of this application have been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A switching assembly (110), characterized in that, include: lever (10); Motor (20); The transmission component (30) is used to drive the lever (10) and the motor shaft of the motor (20). The transmission component (30) is used to receive the driving force output by the motor (20) and drive the lever (10) to rotate.

2. The switching assembly (110) according to claim 1, characterized in that, The transmission component (30) includes: The follower (32) is fixedly connected to the lever (10); The driving member (31) is fixedly connected to the motor shaft of the motor (20) and is used to receive the driving force and transmit the driving force to the driven member (32). The driven member (32) rotates under the action of the received driving force and drives the lever (10) to rotate.

3. The switching assembly (110) according to claim 2, characterized in that, The motor (20) is a self-locking motor, and the transmission component (30) has a transmission state and a disengagement state. Under the drive of the motor (20), the transmission component (30) switches between the transmission state and the disengagement state, wherein: When the transmission component (30) is in the transmission state, the driving component (31) is in a transmission connection with the driven component (32); When the transmission member (30) is in the separated state, the driving member (31) and the driven member (32) are separated.

4. The switching assembly (110) according to claim 3, characterized in that, The driven member (32) is a gear, and the driving member (31) is an incomplete gear, a sector gear, or a rack, wherein: When the transmission member (30) is in the transmission state, the driving member (31) engages with the driven member (32).

5. The switching assembly (110) according to claim 2, characterized in that, The motor (20) is a non-self-locking motor, the driving member (31) is connected to the driven member (32) in a transmission manner, and the switching assembly (110) further includes: A locking element is used to lock or release one of the driving element (31), the driven element (32), the lever (10), and the motor shaft of the motor (20).

6. The switching assembly (110) according to claim 2, characterized in that, The driving member (31) rotates under the action of the driving force and drives the driven member (32) to rotate.

7. The switching assembly (110) according to claim 6, characterized in that, Both the driving member (31) and the driven member (32) are gears. When the driving member (31) meshes with the driven member (32), the driving member (31) rotates under the drive force and drives the driven member (32) to rotate.

8. The switching assembly (110) according to claim 7, characterized in that, The driving element (31) is an incomplete gear or a sector gear, and the driven element (32) is a full-tooth gear; or, Both the driving member (31) and the driven member (32) are incomplete gears or sector gears; or, Both the driving member (31) and the driven member (32) are full-tooth gears.

9. The switching assembly (110) according to claim 6, characterized in that, The driving member (31) includes a first protrusion (311), and the driven member (32) includes a second protrusion (321). When the first protrusion (311) and the second protrusion (321) are in contact in the circumferential direction of the motor shaft, the driving member (31) rotates under the drive of the driving force and drives the driven member (32) to rotate.

10. The switching assembly (110) according to claim 6, characterized in that, The transmission component (30) also includes: A transmission element (33) is used to drive the driving element (31) and the driven element (32) and to transmit the driving force transmitted by the driving element (31) to the driven element (32).

11. The switching assembly (110) according to claim 10, characterized in that, The transmission element (33) is a belt, and the transmission element (33), the driving element (31), and the driven element (32) constitute a belt mechanism; or, The transmission element (33) is a chain, and the transmission element (33), the driving element (31), and the driven element (32) constitute a chain mechanism.

12. The switching assembly (110) according to claim 5, characterized in that, The driving member (31) moves in a straight line under the action of the driving force and drives the driven member (32) to rotate.

13. The switching assembly (110) according to claim 12, characterized in that, The driving member (31) is a rack and the driven member (32) is a gear. When the driving member (31) meshes with the driven member (32), the driving member (31) moves in a straight line under the action of the driving force and drives the driven member (32) to rotate.

14. The switching assembly (110) according to any one of claims 1 to 13, characterized in that, The switching assembly (110) further includes: The housing (40) is connected to the lever (10), and the motor (20) is fixedly connected to the housing (40).

15. A combination switch (100), characterized in that, It includes a mounting element (120) and a switch assembly (110) as claimed in any one of claims 1 to 14, the mounting element (120) being fixedly connected to the switch assembly (110) and used for connection to a steering column (300).

16. A means of transportation, characterized in that, It includes a steering column (300), a steering wheel (200), and a combination switch (100) as described in claim 15, wherein the combination switch (100) and the steering wheel (200) are both mounted on the steering column (300).

17. The means of transport according to claim 16, characterized in that, The steering wheel (200) is a foldable steering wheel (200), which includes a fixed part (210) and a movable part (220). The fixed part (210) is connected to the steering column (300), and the movable part (220) is rotatably connected to the fixed part (210).

18. The means of transport according to claim 16, characterized in that, The steering column (300) includes a movable part (310), a fixed part (320), and a drive member (330). The first end of the movable part (310) is connected to the steering wheel (200) and the combination switch (100), and the second end of the movable part (310) is movably connected to the fixed part (320). The drive member (330) is used to drive the movable part (310) to move linearly relative to the fixed part (320).

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