Distributed automobile redundant steering system

Abstract

According to the distributed automobile redundant steering system, a second magnetic part is connected with a coil, the coil is connected with a first motor and a second motor through wire harnesses, when the coil is powered on, the first magnetic part and the second magnetic part are attracted, and when the coil is powered off, the first magnetic part and the second magnetic part are disconnected. The first motor controls the first steering lead screw to move axially through the first speed reduction assembly and controls the wheel connected with the first steering lead screw to steer, the second motor controls the second steering lead screw to move axially through the second speed reduction assembly and controls the wheel connected with the second steering lead screw to steer, and the first motor and the second motor work independently. When the first motor fails, the second motor charges the coil, the second magnetic piece generates a magnetic field, the first magnetic piece is attracted, the first steering lead screw moves in the axial direction, the wheel connected with the first steering lead screw steers, and it is ensured that under the condition that one motor fails, the other motor can achieve double-side power assisting.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a distributed automobile redundant steering system. Background Art

[0002] Compared with centralized drive electric vehicles, distributed wheel hub motor drive vehicles can precisely control each wheel individually. On the one hand, it can improve the control effect of the vehicle in terms of power, passability, drive anti-skid, vehicle stability, and vehicle efficiency optimization; on the other hand, the failure of other vehicle systems will directly affect the driving state of each wheel and the driving stability of the vehicle. Therefore, how to make each wheel hub motor drive system work in coordination to ensure the driving stability and safety of the vehicle is one of the difficulties of the vehicle failure control system. Summary of the invention

[0003] In response to the technical problem of how to make each wheel hub motor drive system work in coordination, the present invention proposes a distributed automobile redundant steering system. When the first motor fails, the second motor charges the coil through the wiring harness, and the second magnetic component generates a magnetic field to adsorb the first magnetic component, so that the first steering nut rotates synchronously under the drive of the first magnetic component, and the first steering screw moves axially, thereby realizing the steering of the wheel connected to the first steering screw, ensuring that when one of the motors fails, the other motor can achieve bilateral power assistance.

[0004] The technical solution adopted by the present invention is as follows: A distributed automobile redundant steering system includes a first power steering mechanism and a second power steering mechanism, the first power steering mechanism includes a first motor, a first reduction assembly, a first steering screw, a first steering nut and a first magnetic member, the first motor is connected to the first reduction assembly, the first reduction assembly is engaged with the first steering screw, the first steering nut is sleeved on the outer peripheral wall of the first steering screw, and the first magnetic member is slidably matched with the first steering nut; the second power steering mechanism includes a second motor, a second reduction assembly, a second steering screw, a second steering nut and a second magnetic member, the second motor is connected to the second reduction assembly, the second reduction assembly is engaged with the second steering screw, the second steering nut is sleeved on the outer peripheral wall of the second steering screw, and the second magnetic member is installed on the second steering nut; the second magnetic member is connected to a coil, the coil is connected to the first motor and the second motor respectively through a wiring harness, when the coil is energized, the first magnetic member is attracted to the second magnetic member, and when the coil is de-energized, the first magnetic member is disconnected from the second magnetic member.

[0005] Optionally, the inner wall of the first steering nut is provided with a raceway that cooperates with the first steering screw, the outer wall of the first steering nut is provided with an external spline, the first magnetic part is provided with an internal spline that slidably cooperates with the external spline, the length of the internal spline is smaller than the length of the external spline, the first steering nut is fixedly installed with a fixing nut, and an elastic part is provided between the first magnetic part and the fixing nut.

[0006] Optionally, the first magnetic component includes a first magnetic part and a second magnetic part arranged at an angle to the first magnetic part, a groove for accommodating the elastic component is provided between the first magnetic part and the second magnetic part, and a first friction plate is provided on the side of the second magnetic part facing the second magnetic component.

[0007] Optionally, the first power steering mechanism is also provided with a first shell, a first bearing is installed at one end of the first steering nut away from the fixed nut, the outer ring of the first bearing abuts against the first shell, one end of the first magnetic part abuts against the protrusion of the first steering nut, and the other end of the first magnetic part is connected to the elastic part.

[0008] Optionally, the second power steering mechanism is also provided with a second shell, a second bearing is provided at one end of the second steering nut, one end of the second magnetic part is pressed between the second shell and the second bearing, the other end of the second magnetic part extends toward the first magnetic part, the other end of the first steering nut is fixedly connected with a second friction plate, and the second friction plate is arranged between the second magnetic part and the first magnetic part.

[0009] Optionally, the second friction plate includes a first connecting portion and a second connecting portion, the first connecting portion is fixedly connected to the second steering nut, one end of the second connecting portion is connected to the first connecting portion at an angle, and the other end of the second connecting portion extends to the end of the second magnetic member.

[0010] Optionally, the first connecting portion and the second steering nut are coaxially arranged.

[0011] Optionally, the first bearing abuts against the first housing via a first locking nut, and the second bearing abuts against the second housing via a second locking nut.

[0012] Optionally, the first reduction assembly includes a first worm, a first worm wheel and a first gear shaft, one end of the first worm is connected to the first motor, the other end of the first worm is meshed with the first worm wheel, the first worm wheel is coaxially connected to the first gear shaft, and the first gear shaft is meshed with the first steering screw.

[0013] Optionally, the second reduction assembly includes a second worm, a second worm wheel and a second gear shaft, one end of the second worm is connected to the second motor, the other end of the second worm is meshed with the second worm wheel, the second worm wheel is coaxially connected to the second gear shaft, and the second gear shaft is meshed with the second steering screw.

[0014] The beneficial effects of the present invention are as follows: when the first motor and the second motor are working normally, the first motor controls the axial movement of the first steering screw through the first reduction assembly to control the steering of the wheel connected to the first steering screw, and the second motor controls the axial movement of the second steering screw through the second reduction assembly to control the steering of the wheel connected to the second steering screw. The first motor and the second motor work independently of each other. When the first motor or the second motor fails, for example, the first motor fails, the second motor charges the coil through the wiring harness, and the second magnetic part generates a magnetic field to adsorb the first magnetic part, so that the first steering nut rotates synchronously driven by the first magnetic part, and the first steering screw moves axially to realize the steering of the wheel connected to the first steering screw, ensuring that in the event of failure of one of the motors, the other motor can achieve bilateral power assistance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A schematic diagram of the structure of a distributed automobile redundant steering system proposed in an embodiment of the present invention;

[0016] Figure 2 A cross-sectional view of a distributed automobile redundant steering system proposed in an embodiment of the present invention;

[0017] Figure 3 A schematic diagram of a first magnetic component of a distributed automobile redundant steering system according to an embodiment of the present invention.

[0018] The marks in the accompanying drawings are: 1. first motor; 2. first reduction assembly; 3. first steering screw; 4. first steering nut; 5. first magnetic part; 6. second motor; 7. second reduction assembly; 8. second steering screw; 9. second steering nut; 10. second magnetic part; 11. coil; 12. wiring harness; 13. fixing nut; 14. elastic part; 15. first friction plate; 16. first housing; 17. first bearing; 18. second housing; 19. second bearing; 20. second friction plate; 21. first connecting part; 22. second connecting part; 23. first locking nut; 24. inner housing; 25. corrugated gasket; 26. first gear shaft; 27. second gear shaft; 28. first magnetic part; 29. ​​second magnetic part. DETAILED DESCRIPTION

[0019] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0020] like Figures 1 to 3As shown, this embodiment discloses a distributed redundant steering system for automobiles, including a first power steering mechanism and a second power steering mechanism, wherein the first power steering mechanism includes a first motor 1, a first reduction assembly 2, a first steering screw 3, a first steering nut 4 and a first magnetic member 5, wherein the first motor 1 is connected to the first reduction assembly 2, the first reduction assembly 2 is meshed with the first steering screw 3, the first steering nut 4 is sleeved on the outer peripheral wall of the first steering screw 3, and the first magnetic member 5 is slidably matched with the first steering nut 4; the second power steering mechanism includes a second motor 6, a second reduction assembly 7, a second steering The second motor 6 is connected to the second reduction assembly 7, the second reduction assembly 7 is meshed with the second steering screw 8, the second steering nut 9 is sleeved on the outer wall of the second steering screw 8, and the second magnetic member 10 is installed on the second steering nut 9; the second magnetic member 10 is connected to the coil 11, and the coil 11 is respectively connected to the first motor 1 and the second motor 6 through the wiring harness 12. When the coil 11 is energized, the first magnetic member 5 is attracted to the second magnetic member 10, and when the coil 11 is de-energized, the first magnetic member 5 is disconnected from the second magnetic member 10. When the first motor 1 and the second motor 6 are both working normally, the first motor 1 controls the axial movement of the first steering screw 3 through the first reduction assembly 2, and controls the steering of the wheel connected to the first steering screw 3. The second motor 6 controls the axial movement of the second steering screw 8 through the second reduction assembly 7, and controls the steering of the wheel connected to the second steering screw 8. The first motor 1 and the second motor 6 work independently. When the first motor 1 or the second motor 6 fails, for example, the first motor 1 fails, the second motor 6 charges the coil 11 through the wiring harness 12, and the second magnetic member 10 generates a magnetic field to adsorb the first magnetic member 5, so that the first steering nut 4 rotates synchronously under the drive of the first magnetic member 5, so that the first steering screw 3 moves axially, and the wheel connected to the first steering screw 3 is steered, ensuring that in the case of failure of one of the motors, the other motor can achieve bilateral assistance. The first motor 1 and the second motor 6 are respectively integrated with a control system.

[0021] like Figure 3As shown, the inner peripheral wall of the first steering nut 4 is provided with a raceway that cooperates with the first steering screw 3, the outer peripheral wall of the first steering nut 4 is provided with an external spline, the first magnetic member 5 is provided with an internal spline that slides with the external spline, the length of the internal spline is less than the length of the external spline, the first steering nut 4 is fixedly installed with a fixing nut 13, and an elastic member 14 is provided between the first magnetic member 5 and the fixing nut 13. One end of the elastic member 14 fixes the nut 13, and the other end of the elastic member 14 abuts against the first magnetic member 5. When the coil 11 is energized, the second magnetic member 10 generates a magnetic field, the first magnetic member 5 moves toward the second magnetic member 10, and the elastic member 14 is compressed by force. When the coil 11 is de-energized, the first magnetic member 5 moves away from the second magnetic member 10 under the action of the resetting force of the elastic member 14, so that the first magnetic member 5 and the second magnetic member 10 are quickly separated. The cooperation between the internal spline and the external spline enables the first magnetic member 5 to move only along the axial direction of the first steering nut 4, thereby preventing the first magnetic member 5 from moving radially. The cooperation between the inner spline and the outer spline realizes the transmission of torque at the same time, so that the first magnetic member drives the first steering nut to rotate.

[0022] In this embodiment, if Figure 3 As shown, the first magnetic member 5 includes a first magnetic portion 28 and a second magnetic portion 29 arranged at an angle to the first magnetic portion 28, a groove for accommodating the elastic member 14 is arranged between the first magnetic portion 28 and the second magnetic portion 29, and a first friction plate 15 is arranged on the side of the second magnetic portion 29 facing the second magnetic member 10. The first friction plate 15 is fixedly connected to the second magnetic portion 29 and moves with the first magnetic member 5.

[0023] like Figure 1 As shown, the first power steering mechanism is further provided with a first housing 16, a first bearing 17 is installed at one end of the first steering nut 4 away from the fixing nut 13, the outer ring of the first bearing 17 abuts against the first housing 16, one end of the first magnetic member 5 movably abuts against the protrusion of the first steering nut 4, and the other end of the first magnetic member 5 is connected to the elastic member 14. A protrusion is provided at the outer peripheral wall of the first steering nut 4 near the first bearing 17. The first magnetic member 5 slides between the first bearing 17 and the fixing nut 13.

[0024] like Figure 2As shown, the second power steering mechanism is also provided with a second housing 18, a second bearing 19 is provided at one end of the second steering nut 9, one end of the second magnetic component 10 is pressed between the second housing 18 and the second bearing 19, the other end of the second magnetic component 10 extends toward the first magnetic component 5, and the other end of the first steering nut 4 is fixedly connected with a second friction plate 20, and the second friction plate 20 is arranged between the second magnetic component 10 and the first magnetic component 5. If the second magnetic member 10 rotates with the second steering nut 9, the coil 11 and the wiring harness 12 arranged on the second magnetic member 10 will be disturbed. In a preferred embodiment, the second magnetic member 10 is pressed into the second housing 18, and the second friction plate 20 rotates synchronously with the second steering nut 9. When the second magnetic member 10 absorbs the first magnetic member 5, the second friction plate 20 is clamped between the first magnetic member 5 and the second magnetic member 10. The first magnetic member 5 rotates and absorbs the second magnetic member 10 through the second magnetic member 10, so that the first steering nut 4 rotates synchronously under the drive of the first magnetic member 5, and the first steering screw 3 moves axially, so as to realize the steering of the wheel connected to the first steering screw 3. The first steering nut 4 and the first bearing 17, the second steering nut 9 and the second bearing 19 are all designed as one piece, and the first steering nut 4 and the second steering nut 9 are both designed as a ball inner circulation structure.

[0025] like Figure 2 and 3 As shown, the second friction plate 20 includes a first connection portion 21 and a second connection portion 22. The first connection portion 21 is fixedly connected to the second steering nut 9. One end of the second connection portion 22 is connected to the first connection portion 21 at an angle, and the other end of the second connection portion 22 extends to the end of the second magnetic member 10. Here, the end of the second magnetic member 10 refers to the end of the second magnetic member 10 away from the second bearing 19. The second connection portion 22 and the first connection portion 21 are integrally formed and vertically arranged. The second connection portion 22 can also be located between the first friction plate 15 and the second magnetic member 10. The first friction plate 15 and the second friction plate 20 are both made of non-metallic materials. The magnetic field of the second magnetic member 10 can pass through the first friction plate 15 and the second friction plate 20 and directly act on the first magnetic member 5. The first connection portion 21 is coaxially arranged with the second steering nut 9. The first connection portion 21 is coaxially sleeved on the outer peripheral wall of the second steering nut 9 to ensure that the torque of the second steering nut 9 can be transmitted to the first magnetic member 5 through the second friction plate 20.

[0026] like Figure 2As shown, the first bearing 17 abuts against the first housing 16 through the first locking nut 23, and the second bearing 19 abuts against the second housing 18 through the second locking nut. An inner housing 24 may be press-fitted inside the first housing 16, and the outer peripheral wall of the first locking nut 23 and the first bearing 17 may abut against the inner housing 24. Wave washers 25 may be provided on both sides of the first bearing 17 and both sides of the second bearing 19, respectively. The first bearing 17 abuts against the inner wall of the first housing 16 through the wave washers 25. The second bearing 19 abuts against the second steering nut 9 and the second locking nut, respectively, through the wave washers 25.

[0027] like Figure 1 and 2 As shown, the first reduction assembly 2 includes a first worm, a first worm wheel and a first gear shaft 26. One end of the first worm is connected to the first motor 1, and the other end of the first worm is meshed with the first worm wheel. The first worm wheel is coaxially connected to the first gear shaft 26, and the first gear shaft 26 is meshed with the first steering screw 3. The second reduction assembly 7 includes a second worm, a second worm wheel and a second gear shaft 27. One end of the second worm is connected to the second motor 6, and the other end of the second worm is meshed with the second worm wheel. The second worm wheel is coaxially connected to the second gear shaft, and the second gear shaft 27 is meshed with the second steering screw 8. The first steering screw 3 and the second steering screw 8 are respectively provided with racks. The first gear shaft 26 drives the first steering screw 3 to move axially by meshing with the rack, and the second gear shaft 27 drives the second steering screw 8 to move axially by meshing with the rack.

[0028] It is understandable that the specific embodiments described above are only used to explain the relevant inventions, rather than to limit the inventions. It should also be noted that, for ease of description, only the parts related to the invention are shown in the drawings. Multiple technical solutions in the same embodiment, as well as multiple technical solutions in different embodiments, can be arranged and combined to form new technical solutions without contradictions or conflicts. All equivalent structural transformations made using the contents of the specification and drawings of the present invention, directly or indirectly used in other related technical fields, are similarly included in the protection scope of the present invention.

Claims

1. A distributed automobile redundant steering system, characterized in that: The invention comprises a first power steering mechanism and a second power steering mechanism, wherein the first power steering mechanism comprises a first motor, a first reduction assembly, a first steering screw, a first steering nut and a first magnetic member, wherein the first motor is connected to the first reduction assembly, the first reduction assembly is meshed with the first steering screw, the first steering nut is sleeved on the outer peripheral wall of the first steering screw, and the first magnetic member is slidably matched with the first steering nut; The second power steering mechanism comprises a second motor, a second reduction assembly, a second steering screw, a second steering nut and a second magnetic member, the second motor is connected to the second reduction assembly, the second reduction assembly is engaged with the second steering screw, the second steering nut is sleeved on the outer peripheral wall of the second steering screw, and the second magnetic member is installed on the second steering nut; The second magnetic component is connected to a coil, and the coil is connected to the first motor and the second motor through a wiring harness respectively. When the coil is powered on, the first magnetic component is attracted to the second magnetic component, and when the coil is powered off, the first magnetic component is disconnected from the second magnetic component.

2. The distributed automobile redundant steering system according to claim 1, characterized in that: The inner peripheral wall of the first steering nut is provided with a raceway that cooperates with the first steering screw, the outer peripheral wall of the first steering nut is provided with an external spline, the first magnetic part is provided with an internal spline that slidably cooperates with the external spline, the length of the internal spline is smaller than the length of the external spline, the first steering nut is fixedly installed with a fixing nut, and an elastic part is provided between the first magnetic part and the fixing nut.

3. The distributed automobile redundant steering system according to claim 2, characterized in that: The first magnetic component includes a first magnetic part and a second magnetic part arranged at an angle to the first magnetic part, a groove for accommodating the elastic component is arranged between the first magnetic part and the second magnetic part, and a first friction plate is arranged on a side of the second magnetic part facing the second magnetic component.

4. The distributed automobile redundant steering system according to claim 2, characterized in that: The first power steering mechanism is also provided with a first housing, a first bearing is installed at one end of the first steering nut away from the fixed nut, the outer ring of the first bearing abuts against the first housing, one end of the first magnetic part abuts against the protrusion of the first steering nut, and the other end of the first magnetic part is connected to the elastic part.

5. The distributed automobile redundant steering system according to claim 1, characterized in that: The second power steering mechanism is also provided with a second housing, a second bearing is provided at one end of the second steering nut, one end of the second magnetic part is pressed between the second housing and the second bearing, the other end of the second magnetic part extends toward the first magnetic part, the other end of the first steering nut is fixedly connected with a second friction plate, and the second friction plate is provided between the second magnetic part and the first magnetic part.

6. The distributed redundant steering system for automobiles according to claim 5, characterized in that: The second friction plate includes a first connecting portion and a second connecting portion, the first connecting portion is fixedly connected to the second steering nut, one end of the second connecting portion is connected to the first connecting portion at an angle, and the other end of the second connecting portion extends to the end of the second magnetic member.

7. The distributed redundant steering system for automobiles according to claim 6, characterized in that: The first connecting portion is coaxially arranged with the second steering nut.

8. The distributed automobile redundant steering system according to claim 4, characterized in that: The first bearing abuts against the first housing through a first locking nut, and the second bearing abuts against the second housing through a second locking nut.

9. The distributed automobile redundant steering system according to claim 1, characterized in that: The first reduction assembly includes a first worm, a first worm wheel and a first gear shaft, one end of the first worm is connected to the first motor, the other end of the first worm is meshed with the first worm wheel, the first worm wheel is coaxially connected to the first gear shaft, and the first gear shaft is meshed with the first steering screw.

10. The distributed redundant steering system for automobiles according to claim 1, characterized in that: The second reduction assembly includes a second worm, a second worm wheel and a second gear shaft, one end of the second worm is connected to the second motor, the other end of the second worm is meshed with the second worm wheel, the second worm wheel is coaxially connected to the second gear shaft, and the second gear shaft is meshed with the second steering screw.

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