Distributed Automotive Redundant Steering System

Abstract

The present invention discloses a distributed vehicle redundant steering system. A second magnetic member is connected with a coil, and the coil is respectively connected to a first motor and a second motor through wire harnesses. When the coil is energized, a first magnetic member and the second magnetic member are adsorbed to each other. When the coil is de-energized, the first magnetic member and the second magnetic member are disconnected. The first motor controls the axial movement of a first steering lead screw through a first reduction assembly to control the steering of a wheel connected to the first steering lead screw, and the second motor controls the axial movement of a second steering lead screw through a second reduction assembly to control the steering of a wheel connected to the second steering lead screw. The first motor and the second motor work independently. When the first motor fails, the second motor charges the coil, and the second magnetic member generates a magnetic field to adsorb the first magnetic member, causing the axial movement of the first steering lead screw and the steering of the wheel connected to the first steering lead screw, ensuring that in the case of the failure of one of the motors, the other motor can achieve bilateral assistance.

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 to centralized drive electric vehicles, distributed in-wheel motor drive allows for precise control of each wheel. This improves vehicle dynamics, maneuverability, anti-slip performance, stability, and overall efficiency. However, failures in other vehicle systems can directly impact the driving state of each wheel and vehicle stability. Therefore, ensuring coordinated operation of the various in-wheel motor drive systems to ensure vehicle stability and safety is a key challenge in vehicle failure control systems. Summary of the Invention

[0003] In response to the technical problem of how to make the various wheel hub motor drive systems 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 part generates a magnetic field to adsorb the first magnetic part, so that the first steering nut rotates synchronously under the drive of the first magnetic part, and the first steering screw moves axially, realizing the steering of the wheel connected to the first steering screw, ensuring that if 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 including 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 engaged 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 mounted 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, a raceway for mating with the first steering screw is provided on the inner peripheral wall of the first steering nut. An external spline is provided on the outer peripheral wall of the first steering nut. The first magnetic member is provided with an internal spline that slidably mates with the external spline. The length of the internal spline is less than the length of the external spline. A fixing nut is fixedly installed on the first steering nut. An elastic member is provided between the first magnetic member and the fixing nut.

[0006] Optionally, the first magnetic member includes a first magnetic portion and a second magnetic portion disposed at an angle to the first magnetic portion. A groove for accommodating the elastic member is provided between the first magnetic portion and the second magnetic portion. A first friction plate is provided on one side of the second magnetic portion facing the second magnetic member.

[0007] Optionally, the first power steering mechanism further includes a first housing. A first bearing is installed at one end of the first steering nut away from the fixing nut. The outer ring of the first bearing abuts against the first housing. One end of the first magnetic member is in movable abutment with the protrusion of the first steering nut, and the other end of the first magnetic member is connected to the elastic member.

[0008] Optionally, the second power steering mechanism further includes a second housing. A second bearing is provided at one end of the second steering nut. One end of the second magnetic member is press-fitted between the second housing and the second bearing. The other end of the second magnetic member extends toward the first magnetic member. A second friction plate is fixedly connected to the other end of the first steering nut. The second friction plate is disposed between the second magnetic member and the first magnetic member.

[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 angularly connected to the first connecting portion, and the other end of the second connecting portion extends to the end of the second magnetic member.

[0010] Optionally, the first connecting portion is coaxially arranged with the second steering nut.

[0011] Optionally, 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.

[0012] Optionally, the first reduction component includes a first worm, a first worm gear, and a first gear shaft. One end of the first worm is connected to the first motor, the other end of the first worm meshes with the first worm gear, the first worm gear is coaxially connected to the first gear shaft, and the first gear shaft meshes with the first steering screw.

[0013] Optionally, the second deceleration component includes a second worm, a second worm gear, 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 gear, the second worm gear is coaxially connected to the second gear shaft, and the second gear shaft is meshed with the second steering screw rod.

[0014] The beneficial effects of the present invention are as follows: When both the first motor and the second motor are operating normally, the first motor controls the axial movement of the first steering screw rod through the first deceleration component to control the steering of the wheel connected to the first steering screw rod. The second motor controls the axial movement of the second steering screw rod through the second deceleration component to control the steering of the wheel connected to the second steering screw rod. The first motor and the second motor work independently. When the first motor or the second motor fails, for example, when the first motor fails, the second motor charges the coil through the wire harness, and the second magnetic member generates a magnetic field to adsorb the first magnetic member, causing the first steering nut to rotate synchronously under the drive of the first magnetic member, so that the first steering screw rod moves axially, realizing the steering of the wheel connected to the first steering screw rod, ensuring that when one of the motors fails, the other motor can achieve bilateral assistance. Description of the Drawings

[0015] Figure 1 It is a schematic structural diagram of a distributed automotive redundant steering system proposed by an embodiment of the present invention;

[0016] Figure 2 It is a cross-sectional view of a distributed automotive redundant steering system proposed by an embodiment of the present invention;

[0017] Figure 3 It is a schematic diagram of the first magnetic member of a distributed automotive redundant steering system proposed by an embodiment of the present invention.

[0018] The reference signs in each drawing are: 1, first motor; 2, first deceleration component; 3, first steering screw rod; 4, first steering nut; 5, first magnetic member; 6, second motor; 7, second deceleration component; 8, second steering screw rod; 9, second steering nut; 10, second magnetic member; 11, coil; 12, wire harness; 13, fixing nut; 14, elastic member; 15, first friction plate; 16, first housing; 17, first bearing; 18, second housing; 19, second bearing; 20, second friction plate; 21, first connecting portion; 22, second connecting portion; 23, first locking nut; 24, inner housing; 25, corrugated gasket; 26, first gear shaft; 27, second gear shaft; 28, first magnetic portion; 29, second magnetic portion. Detailed Embodiments

[0019] The following further elaborates the present application in conjunction with the drawings and embodiments.

[0020] As Figures 1 to 3As shown, this embodiment discloses a distributed automobile redundant steering system, including a first power steering mechanism and a second power steering mechanism, the first power steering mechanism including 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, the first motor 1 is connected to the first reduction assembly 2, the first reduction assembly 2 is engaged 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 screw rod 8, the second steering nut 9 and the second magnetic part 10, the second motor 6 is connected to the second reduction assembly 7, the second reduction assembly 7 is engaged with the second steering screw rod 8, the second steering nut 9 is sleeved on the outer peripheral wall of the second steering screw rod 8, and the second magnetic part 10 is installed on the second steering nut 9; the second magnetic part 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 part 5 is attracted to the second magnetic part 10. When the coil 11 is de-energized, the first magnetic part 5 is disconnected from the second magnetic part 10. When both the first motor 1 and the second motor 6 are operating normally, the first motor 1 controls the axial movement of the first steering screw 3 through the first reduction assembly 2, thereby controlling the steering of the wheels 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, thereby controlling the steering of the wheels connected to the second steering screw 8. The first motor 1 and the second motor 6 operate independently. When the first motor 1 or the second motor 6 fails, for example, when 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, which attracts the first magnetic member 5, causing the first steering nut 4 to rotate synchronously with the first magnetic member 5, causing the first steering screw 3 to move axially, thereby achieving steering of the wheels connected to the first steering screw 3. This ensures that if one motor fails, the other motor can achieve bilateral power assistance. The first motor 1 and the second motor 6 are each integrated with a control system.

[0021] like Figure 3As shown, a raceway for mating with the first steering screw rod 3 is provided on the inner peripheral wall of the first steering nut 4. An external spline is provided on the outer peripheral wall of the first steering nut 4. An internal spline for slidingly mating with the external spline is provided on the first magnetic member 5. The length of the internal spline is less than that of the external spline. A fixed nut 13 is fixedly installed on the first steering nut 4. An elastic member 14 is provided between the first magnetic member 5 and the fixed nut 13. One end of the elastic member 14 is fixed to the fixed 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, and the first magnetic member 5 moves towards the second magnetic member 10, and the elastic member 14 is compressed by the 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 restoring force of the elastic member 14, so that the first magnetic member 5 and the second magnetic member 10 are quickly separated. The mating of 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, preventing the first magnetic member 5 from moving radially. The mating of the internal spline and the external spline also realizes torque transmission, causing the first magnetic member to drive the first steering nut to rotate.

[0022] In this embodiment, as Figure 3 shown, the first magnetic member 5 includes a first magnetic portion 28 and a second magnetic portion 29 disposed at an angle to the first magnetic portion 28. A groove for accommodating the elastic member 14 is provided between the first magnetic portion 28 and the second magnetic portion 29. A first friction plate 15 is provided on a 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 along with the first magnetic member 5.

[0023] As Figure 1 shown, the first power steering mechanism further includes a first housing 16. A first bearing 17 is installed at one end of the first steering nut 4 away from the fixed nut 13. The outer ring of the first bearing 17 abuts against the first housing 16. One end of the first magnetic member 5 abuts against a protrusion of the first steering nut 4 in a movable manner, and the other end of the first magnetic member 5 is connected to the elastic member 14. A protrusion is provided on 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 fixed nut 13.

[0024] As Figure 2As shown, the second power steering mechanism further includes a second housing 18. One end of the second steering nut 9 is provided with a second bearing 19. One end of the second magnetic member 10 is press-fitted between the second housing 18 and the second bearing 19. The other end of the second magnetic member 10 extends toward the first magnetic member 5. The other end of the first steering nut 4 is fixedly connected with a second friction plate 20. The second friction plate 20 is arranged between the second magnetic member 10 and the first magnetic member 5. If the second magnetic member 10 rotates together with the second steering nut 9, the coil 11 and the wire harness 12 provided on the second magnetic member 10 will be interfered. In a preferred embodiment, the second magnetic member 10 is press-fitted inside the second housing 18, and the second friction plate 20 rotates synchronously with the second steering nut 9. When the second magnetic member 10 adsorbs 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 adsorbs through the second magnetic member 10, so that the first steering nut 4 rotates synchronously under the drive of the first magnetic member 5, causing the first steering screw 3 to move axially, and realizing 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 integrally designed. The first steering nut 4 and the second steering nut 9 both adopt a ball inner circulation structure.

[0025] As Figure 2 and 3 shown, the second friction plate 20 includes a first connecting portion 21 and a second connecting portion 22. The first connecting portion 21 is fixedly connected with the second steering nut 9. One end of the second connecting portion 22 is angularly connected with the first connecting portion 21, and the other end of the second connecting 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 far from the second bearing 19. The second connecting portion 22 and the first connecting portion 21 are integrally formed and vertically arranged. The second connecting portion 22 can also be located between the first friction plate 15 and the second magnetic member 10. Both the first friction plate 15 and the second friction plate 20 are made of non-metallic materials. The magnetic field of the second magnetic member 10 can directly act on the first magnetic member 5 through the first friction plate 15 and the second friction plate 20. The first connecting portion 21 is coaxially arranged with the second steering nut 9. The first connecting 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] As 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 can be press-fitted inside the first housing 16, and the outer peripheral walls of the first locking nut 23 and the first bearing 17 can abut against the inner housing 24. Wave washers 25 can 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 washer 25. The second bearing 19 abuts against the second steering nut 9 and the second locking nut respectively through the wave washer 25.

[0027] As Figure 1 and 2 As shown, the first reduction component 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, the other end of the first worm meshes with the first worm wheel, the first worm wheel is coaxially connected to the first gear shaft 26, and the first gear shaft 26 meshes with the first steering screw 3. The second reduction component 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, the other end of the second worm meshes with the second worm wheel, the second worm wheel is coaxially connected to the second gear shaft, and the second gear shaft 27 meshes with the second steering screw 8. The first steering screw 3 and the second steering screw 8 are respectively provided with racks, and the first gear shaft 26 drives the first steering screw 3 to move axially through meshing with the rack, and the second gear shaft 27 drives the second steering screw 8 to move axially through meshing with the rack.

[0028] It can be understood that the specific embodiments described above are only used to explain the relevant invention, rather than limiting the invention. In addition, it should be noted that for the convenience 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 contradiction or conflict. Any equivalent structural transformation made by using the content of the specification and drawings of the present invention, directly or indirectly applied to other related technical fields, is 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 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 engaged 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, wherein 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 mounted on the second steering nut; The second magnetic member is connected to a coil, and the coil is connected to the first motor and the second motor through a wiring harness. When the coil is energized, the first magnetic member and the second magnetic member are attracted to each other, and when the coil is de-energized, the first magnetic member and the second magnetic member are disconnected. 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 member is provided with an internal spline that slidably cooperates with the external spline, the length of the internal spline is shorter than the length of the external spline, the first steering nut is fixedly mounted with a fixing nut, and an elastic member is provided between the first magnetic member and the fixing nut; The second power steering mechanism further includes a second housing, a second bearing is provided at one end of the second steering nut, one end of the second magnetic member is press-fitted between the second housing and the second bearing, and the other end of the second magnetic member extends toward the first magnetic member, and a second friction plate is fixedly connected to the other end of the first steering nut, and the second friction plate is provided between the second magnetic member and the first magnetic member; 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; The first connecting portion and the second steering nut are coaxially arranged.

2. The distributed automobile redundant steering system according to claim 1, characterized in that: The first magnetic component includes a first magnetic portion and a second magnetic portion arranged at an angle to the first magnetic portion. A groove for accommodating the elastic component is provided between the first magnetic portion and the second magnetic portion. A first friction plate is provided on the side of the second magnetic portion facing the second magnetic component.

3. 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 is in abutment against the first housing, one end of the first magnetic part is in movably abutment against the protrusion of the first steering nut, and the other end of the first magnetic part is connected to the elastic part.

4. The distributed automobile redundant steering system according to claim 3, 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.

5. 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 engaged with the first worm wheel, the first worm wheel is coaxially connected to the first gear shaft, and the first gear shaft is engaged with the first steering screw.

6. The distributed automobile redundant steering system 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 engaged with the second worm wheel, the second worm wheel is coaxially connected to the second gear shaft, and the second gear shaft is engaged with the second steering screw.

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