Vehicle-mounted double-degree-of-freedom screen driving mechanism

Abstract

The invention relates to a vehicle-mounted double-degree-of-freedom screen driving mechanism which comprises a rack provided with a sliding groove, a screen supporting frame used for bearing a screen, a translation driving module and a rotation driving module, the translation driving module comprises two translation units, a first inhaul cable and a first driving unit, and the two translation units are symmetrically and fixedly connected to the two sides of the screen supporting frame; each group of translation units is connected with a first driving block which is in sliding fit with the chute through a pivoting point; the rotary driving module comprises two groups of rotating units, a second inhaul cable and a second driving unit, the two groups of rotating units are symmetrically hinged to the two sides of the screen supporting frame, and each group of rotating unit is connected with a second driving block in sliding fit with the sliding groove through a linkage mechanism. The invention provides a vehicle-mounted double-degree-of-freedom screen driving mechanism to overcome the defects of an existing vehicle-mounted screen driving mechanism in the aspects of space adaptability, motion control precision, mute performance and the like, flexible motion of a screen on two degrees of freedom is achieved, and the experience of vehicle-mounted man-machine interaction is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle-mounted human-computer interaction equipment, and in particular to a vehicle-mounted dual-degree-of-freedom screen driving mechanism. Background Art

[0002] As vehicles become increasingly intelligent, in-vehicle displays are playing an increasingly crucial role in human-computer interaction. Traditional in-vehicle displays were limited in functionality, often limited to simple displays at fixed angles. This limitation made them incapable of meeting the increasingly diverse user needs.

[0003] Specifically, in various driving scenarios, both the driver and passengers may need to adjust the screen position and angle. For example, on long-distance drives, the driver may want to slightly lower the screen angle to view navigation information more clearly. Meanwhile, rear passengers may need to tilt the screen backwards to enjoy entertainment content, providing a more ideal viewing experience.

[0004] However, existing screen drive mechanisms currently on the market generally suffer from a series of problems. On the one hand, their structural design is relatively complex, which not only requires a large space inside the vehicle but also increases the difficulty of manufacturing and subsequent maintenance. On the other hand, these drive mechanisms have difficulty achieving precise dual-degree-of-freedom control when implementing the screen angle adjustment function, which greatly reduces the accuracy of screen adjustment. In addition, traditional transmission methods are very prone to generating noise during operation. In the pursuit of the ultimate driving experience, in-vehicle quietness has become one of the important indicators of vehicle quality. This noise will undoubtedly interfere with the quiet environment inside the vehicle and seriously affect the user's overall experience. Therefore, for those who pursue a high-quality driving experience, the above-mentioned problems urgently need to be properly resolved. Summary of the Invention

[0005] In view of this, the present invention provides a vehicle-mounted dual-degree-of-freedom screen driving mechanism to address the shortcomings of existing vehicle-mounted screen driving mechanisms in terms of spatial adaptability, motion control accuracy, and silent performance, thereby realizing flexible movement of the screen in two degrees of freedom and improving the experience of vehicle-mounted human-computer interaction.

[0006] The purpose of the present invention is achieved through the following technical solutions: A vehicle-mounted dual-degree-of-freedom screen drive mechanism includes a frame provided with a slide slot, a screen support frame for carrying a screen, a translation drive module, and a rotation drive module, wherein the translation drive module includes two groups of translation units, a first cable, and a first drive unit, the two groups of translation units being symmetrically fixed to both sides of the screen support frame, each group of translation units being connected to a first drive block that slides in the slide slot via a pivot point, the first cable connecting the first drive blocks on both sides, and the first drive unit driving the first cable; the rotation drive module includes two groups of rotation units, a second cable, and a second drive unit, the two groups of rotation units being symmetrically hinged to both sides of the screen support frame, each group of rotation units being connected to a second drive block that slides in the slide slot via a linkage mechanism; the second cable connecting the second drive blocks on both sides, and the second drive unit driving the second cable; wherein the translation drive module and the rotation drive module share the slide slot; when the first drive unit and the second drive unit are driven synchronously, the screen support frame translates along the slide slot; when the two are driven differentially, the second drive block forms a displacement difference with the first drive block, and the linkage mechanism forces the screen support frame to rotate around the pivot point of the translation unit.

[0007] This innovative solution has achieved a breakthrough technological upgrade in the field of in-vehicle human-computer interaction, and its system architecture innovation and functional integration have been significantly improved compared to traditional products. From the perspective of mechanical transmission design, the solution creatively spatially couples the translational guide mechanism and the rotary actuator by constructing a composite motion control system: two sets of independently driven cable systems share a precision slide rail, which not only realizes the intensive layout of the power transmission path, but also achieves precise decoupling of two-degree-of-freedom motion through the differential control algorithm. This driving mode enables the screen assembly to smoothly displace along the guide rail axis and perform multi-angle flipping movements at any parking position. The programmable nature of its motion trajectory creates more diverse human-computer interaction possibilities for in-vehicle smart cockpits.

[0008] In terms of spatial adaptability, this mechanism breaks through the positioning limitations of traditional linear guides by innovatively employing global dynamic locking technology. The cable drive system, based on elastic preload compensation, works with high-precision position sensors to detect the instantaneous displacement of the drive block in real time, achieving millimeter-level positioning accuracy through a closed-loop control system. This technological breakthrough frees the display screen from the spatial constraints of a pre-set fixed position, allowing users to freely select the screen's deployment position within the effective travel range of the slideway to suit the driving scenario, significantly enhancing the flexibility of the interior space layout.

[0009] The drivetrain's quietness is optimized through three technological innovations: first, flexible steel cables replace traditional gear meshing, fundamentally eliminating backlash and vibration noise. Second, polymer damping bushings are integrated into the guide mechanism to absorb impact energy from the kinematic pair through damping. Finally, dual-redundant tensioning adjustment devices ensure that the cable system maintains optimal tension despite temperature fluctuations. This multi-faceted noise reduction design ensures that the operating sound pressure level meets cabin quietness standards, making it particularly suitable for luxury vehicles with stringent NVH requirements.

[0010] This integrated drive mechanism achieves a significant increase in functional density through modular design, allowing its compact structure to fit into the dashboard space of vehicles with varying wheelbases. The intelligent control unit supports the CAN bus communication protocol, seamlessly integrating into the vehicle's electronic architecture. Combined with the pressure-sensitive touchscreen, it forms a complete smart surface solution, providing key technical support for innovative interactive modes in the next generation of intelligent cockpits.

[0011] Preferably, the translation unit includes a fixing member fixed to the screen support frame, and the fixing member is pivotally connected to the first driving block via a first rotating shaft to form the pivot point.

[0012] The combination of the fixing part and the first rotating shaft forms a highly reliable pivot structure. The rigidly connected fixing part can effectively transmit the driving torque, while compensating for slight deviations during the movement through the rotational freedom of the first rotating shaft. The design adopts a bilateral symmetrical arrangement, which not only balances the force distribution of the screen support frame, but also avoids the unbalanced load phenomenon that may be caused by unilateral drive. The low friction characteristics of the pivot point ensure smooth movement during long-term use, and the modular design facilitates quick disassembly and replacement during maintenance. In addition, the pivot structure defines the instantaneous center of rotation through geometric constraints, providing a precise mechanical fulcrum for subsequent rotational drive. The first rotating shaft is sleeved with a first rotating shaft roller, and the second cable is wound around the first rotating shaft roller.

[0013] Preferably, the linkage mechanism includes a connecting rod with one end hinged to the screen support frame, and a rotating member connecting the connecting rod and the second driving block.

[0014] The combination of a connecting rod mechanism and a rotating member achieves efficient force transfer. The connecting rod mechanism, through geometric constraints, converts the linear motion of the second drive block into rotational motion of the screen support. Its kinematic characteristics precisely match the displacement differential required for differential drive, and the introduction of a rotating member effectively resolves interference issues in multi-degree-of-freedom motion. This linkage exhibits a force amplification effect, enabling large rotation angles with a small drive stroke, making it particularly suitable for applications in vehicles with limited space. The optimized rod length ratio ensures torque balance during rotation, avoiding dead spots.

[0015] Preferably, the connecting rod is hinged to the screen support frame via a second rotating shaft, the connecting rod is hinged to the rotating member via a third rotating shaft, and the rotating member is hinged to the second driving block via a fourth rotating shaft.

[0016] The multi-axis system creates a complete system of degrees of freedom. Each axis provides a rotational basis for the screen support frame, and its axial stiffness is designed to balance load-bearing requirements with rotational flexibility. The spatial layout between the axes has been optimized through kinematic simulation to ensure interference-free movement of the components. Precision-machined shaft tolerances ensure long-term motion accuracy. The fourth axis is fitted with a roller, around which the first cable is routed.

[0017] Preferably, the first drive unit and the second drive unit both include a drive motor, a worm driven by the drive motor, a worm wheel engaged with the worm, and a winding wheel rotating synchronously with the worm wheel, wherein the first cable and the second cable are respectively wound on the corresponding winding wheels.

[0018] The worm gear drive system provides highly precise power output. The worm's self-locking feature effectively prevents screen position drift in vibrating environments, while the high reduction ratio achieves high torque output. The reel's constant velocity groove ensures linear cable retraction and release, and its surface hardening enhances wear resistance. The modular drive unit allows for independent maintenance, and the synchronous connection between the worm gear and reel, using a keyway, ensures lag-free power transmission. The drive system also features a specially designed backlash compensation mechanism to eliminate the backlash error associated with traditional worm gear drives.

[0019] Preferably, the worm is connected to the drive motor through a plurality of couplings, and shock-absorbing silicone pads are provided between the couplings.

[0020] The flexible coupling system's innovative structural design significantly enhances the drive system's environmental adaptability and operational smoothness. The viscoelastic properties of the shock-absorbing silicone pad effectively absorb shock loads during motor startup and shutdown, protecting the worm gear from transient overload. Precisely matched damping properties also simultaneously suppress motor vibration and mechanical resonance caused by axial play, achieving targeted conversion of vibration energy into heat. The multi-stage coupling's tandem topology innovatively creates multiple vibration isolation barriers, effectively blocking the transmission of high-frequency motor vibration to the mechanical actuator while also compensating for axial and radial misalignment. The system optimizes the silicone material's energy dissipation properties specifically for on-vehicle operating conditions. By tailoring the molecular chain structure, the system optimizes the dynamic stiffness and damping coefficient of the elastic element, ensuring optimal vibration attenuation while maintaining torque transmission stability. The coupling housing features a multi-layer labyrinth seal design, complemented by an oil-resistant composite coating, providing comprehensive protection for the drive system's core components, significantly enhancing the mechanism's long-term operational reliability in complex on-vehicle environments.

[0021] Preferably, the worm wheel is connected to the winding wheel through a worm wheel shaft, and a rotation damping assembly is provided between the worm wheel shaft, the worm wheel and the winding wheel, and the rotation damping assembly includes a friction plate and a shaft sleeve assembly.

[0022] The rotary damping system achieves precise control of the motion process. The friction plate utilizes a composite structure of gradient friction materials, with precisely matched dynamic and static friction coefficients, ensuring both drive responsiveness and preventing inertial overshoot. The multi-layer sealing structure of the bushing assembly effectively blocks grease leakage while maintaining a stable friction interface environment. The adjustable preload mechanism allows dynamic adjustment of the damping torque based on operating conditions, adapting to the inertial characteristics of different screen sizes. This damping system, combined with the self-locking nature of the worm gear drive, provides dual protection, ensuring the screen maintains its position in any posture.

[0023] Preferably, an elastic buffer pad is provided between the connecting rod and the screen support frame.

[0024] The elastic cushioning system significantly improves the dynamic performance of the mechanism. The polymer elastomer cushion absorbs impact energy at the end of the motion through viscoelastic deformation, reducing mechanical noise and extending component life. Its nonlinear stiffness characteristics enable a soft landing and provide progressive damping before reaching the limit position. The cushion's honeycomb structure maximizes energy absorption efficiency within a confined space while maintaining radial load capacity. The component also features temperature compensation, with its modulus variation offsetting the effects of vehicle ambient temperature fluctuations on cushioning performance.

[0025] Preferably, the extending direction of the sliding groove is parallel to the arrangement axis of the first cable and the second cable.

[0026] The coaxial layout design optimizes the system's force transmission efficiency. The parallel arrangement of the chute and cable axis eliminates additional torque during motion and reduces lateral loads on the guide mechanism. This spatial layout ensures that the line of action of the driving force always passes through the system's center of mass, effectively suppressing vibration during motion. The unified directional reference simplifies coordinate transformations in the control algorithm and improves the coordinated accuracy of multi-degree-of-freedom motion. The design also facilitates modular expansion, reserving structural space for subsequent additions of degrees of freedom.

[0027] Preferably, the first cable and the second cable each include at least one main drive cable and at least one auxiliary positioning cable, wherein the two ends of the main drive cable are respectively connected to the corresponding first drive blocks or second drive blocks on both sides, and the middle section is wound on the corresponding winding wheel, and the two ends of the auxiliary positioning cable are respectively connected to the corresponding first drive blocks or second drive blocks on both sides, and the middle section is extended in a tensioned state.

[0028] The main drive cable, as the core component for power transmission, realizes the linear motion of the drive block by winding around the wire reel,承担主要的牵引力传递任务,其两端连接驱动块的设计可确保动力传输的高效性。辅助定位索呈张紧状态延伸设置,主要承担定位和稳定功能,其张紧状态可有效抑制系统振动和偏移,避免因动态载荷引起的结构变形。主辅驱动索形成双重承力体系,若主驱动索局部失效,辅助驱动索仍可提供基础支撑,显著提升系统整体可靠性。

[0029] Preferably, a limit block is provided in the chute, and a position sensor is installed on the limit block.

[0030] The intelligent limit system realizes the precise management of the motion range. The non-contact position sensor detects the position of the drive block through magnetic field or photoelectric principle, and its redundant signal acquisition design ensures the detection reliability. The progressive buffer layer of the limit block can absorb the impact energy in stages, and cooperate with the pre-alarm function of the sensor to achieve double protection of soft and hard. The adaptive learning function of this system can record usage habits and automatically optimize the motion stroke parameters. The anti-mis-trigger design filters instantaneous interference signals through logical judgment to ensure the decision accuracy of the control system.

[0031] The first cable is deflected through the first roller, and finally forms a cyclic U-shaped layout; the second cable is deflected through the second roller, and finally forms a cyclic U-shaped layout. The first roller and the second roller are arranged on the same roller shaft, and a wear-resistant gasket is arranged therebetween.

[0032] Preferably, the drive motor realizes the start-stop and steering control through an integrated control circuit board.

[0033] The integrated control system realizes precise motion coordination. The hardware logic controller based on FPGA ensures the microsecond-level synchronization accuracy of the two drive units, and its motion planning algorithm can solve the coupling relationship of translation and rotation in real time. The motor control circuit driven by the intelligent power module (IPM) has multiple protection functions such as overcurrent and over-temperature, and the pulse width modulation (PWM) strategy optimizes the energy efficiency. The system integrates a CAN bus interface, which can be seamlessly docked with the vehicle network and supports the call of multiple preset scenario modes. The fault self-diagnosis system realizes component-level fault location through characteristic frequency analysis, significantly improving the maintenance efficiency.

[0034] The beneficial effects of the present invention compared with the prior art are: This vehicle-mounted dual-degree-of-freedom screen drive mechanism realizes a double breakthrough in space and function through an innovative mechanical transmission design, and its core advantages are reflected in the following three aspects: A composite motion mode enhances the interactive experience: Compared to traditional single-degree-of-freedom drive solutions, this mechanism utilizes a coordinated translation and rotational control strategy, enabling the screen support to simultaneously flip during the sliding process. This multi-dimensional dynamic adjustment mechanism not only overcomes the interactive limitations of a single motion mode but also, through biomimetic mechanical logic, creates a more immersive sense of technology in the cabin.

[0035] Global positioning solves spatial adaptation challenges: Through the integration of a modular slideway structure and a differential drive system, the screen can be freely positioned and flipped within the slide rail's travel range. This design eliminates the traditional flip mechanism's reliance on fixed pivot points, allowing the display to be deployed in any position according to the cabin layout, significantly improving space flexibility and ergonomics.

[0036] Flexible transmission optimizes acoustic performance: The innovative cable drive replaces traditional rack-and-pinion or screw-nut mechanisms. The synergistic effect of tension compensation and elastic damping components effectively reduces vibration harmonics during motion transmission. This transmission method maintains positioning accuracy while minimizing mechanical noise to frequencies below the human ear's sensitivity, creating a more premium in-vehicle acoustic environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0038] Figure 1 This is a front view of a vehicle-mounted dual-degree-of-freedom screen driving mechanism according to an embodiment of the present invention.

[0039] Figure 2 for Figure 1 Cross-sectional view of the AA region.

[0040] Figure 3 for Figure 1 Cross-sectional view of the middle BB region.

[0041] Figure 4 for Figure 2 Magnified view of area C in the middle.

[0042] Figure 5 for Figure 2 Magnified view of area D in the middle.

[0043] Figure 6 for Figure 2 Magnified view of area E in the middle.

[0044] Figure 7 for Figure 1 Magnified view of region F.

[0045] Figure 8 for Figure 3 Magnified view of the middle G region.

[0046] Figure 9 for Figure 3 Magnified view of the middle H region.

[0047] Figure 10 This is a three-dimensional structural diagram of a vehicle-mounted dual-degree-of-freedom screen driving mechanism according to an embodiment of the present invention.

[0048] Figure 11 This is a three-dimensional structural diagram from another perspective of the vehicle-mounted dual-degree-of-freedom screen driving mechanism according to one embodiment of the present invention.

[0049] Figure 12 for Figure 11 Magnified view of region I in the middle.

[0050] Figure 13 for Figure 11 Magnified view of the middle J region.

[0051] Explanation of reference numerals: frame (1), slide (11), limit block (111), position sensor (1111), screen support frame (2), translation drive module (3), translation unit (31), first drive block (312), fixing member (313), first rotating shaft (314), first rotating shaft roller (3141), first cable (32), first roller (321), roller rotating shaft (322), wear-resistant gasket (323), first drive unit (33), drive motor (331), worm (332), coupling (3321), shock-absorbing silicone pad (3322), worm gear (333) , a worm gear shaft (3331), a rotary damping assembly (3332), a friction plate (33321), a sleeve assembly (33322), a winding wheel (334), a rotary drive module (4), a rotary unit (41), a linkage mechanism (42), a connecting rod (421), an elastic buffer pad (4211), a rotating member (422), a second rotary shaft (423), a third rotary shaft (424), a fourth rotary shaft (425), a fourth rotary shaft roller (4251), a second drive block (43), a second cable (44), a second roller (441), a second drive unit (45), and an integrated control circuit board (5). DETAILED DESCRIPTION

[0052] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0053] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without creative work are within the scope of protection of the present application.

[0054] It should be noted that similar numbers and letters represent similar items in the following figures, so once an item is defined in one figure, it does not need to be further defined and explained in the subsequent figures. In the description of the embodiments of the present application, it should be understood that the orientation or position relationship indicated by the terms "upper", "lower", "left", "right", "vertical", "horizontal", etc. is based on the orientation or position relationship shown in the drawings, or is the orientation or position relationship in which the product of the application is usually placed when in use, or is the orientation or position relationship commonly understood by those skilled in the art. It is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0055] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0056] The technical solution in this application will be described below with reference to the accompanying drawings.

[0057] The present embodiment provides a vehicle-mounted dual-degree-of-freedom screen drive mechanism, comprising a frame 1 provided with a slide 11, a screen support frame 2 for carrying a screen, a translation drive module 3, and a rotation drive module 4. The translation drive module 3 comprises two groups of translation units 31, a first cable 32, and a first drive unit 33. The two groups of translation units 31 are symmetrically fixed on both sides of the screen support frame 2. Each group of translation units 31 is connected to a first drive block 312 that slides in cooperation with the slide 11 through a pivot point. The first cable 32 connects the first drive blocks 312 on both sides, and the first drive unit 33 drives the first cable 32. The rotation drive module 4 comprises two groups of rotation units 41, a second cable 44, and a second drive unit Element 45, two groups of rotating units 41 are symmetrically hinged on both sides of the screen support frame 2, and each group of rotating units 41 is connected to the second driving block 43 that slides in the slide groove 11 through a linkage mechanism 42; the second cable 44 connects the second driving blocks 43 on both sides, and the second driving unit 45 drives the second cable 44; wherein, the translation driving module 3 and the rotation driving module 4 share the slide groove 11; when the first driving unit 33 and the second driving unit 45 are driven synchronously, the screen support frame 2 translates along the slide groove 11; when the two are driven differentially, the second driving block 43 and the first driving block 312 form a displacement difference, and the screen support frame 2 is forced to rotate around the pivot point of the translation unit 31 through the linkage mechanism 42.

[0058] This innovative solution has achieved a breakthrough technological upgrade in the field of in-vehicle human-computer interaction, and its system architecture innovation and functional integration have been significantly improved compared to traditional products. From the perspective of mechanical transmission design, the solution creatively spatially couples the translation guide mechanism and the rotary actuator by constructing a composite motion control system: two sets of independently driven cable systems share the precision slide 11 guide rail, which not only realizes the intensive layout of the power transmission path, but also achieves precise decoupling of the two-degree-of-freedom motion through the differential control algorithm. This drive mode enables the screen assembly to smoothly move along the guide rail axis and perform multi-angle flipping movements at any parking position. The programmable nature of its motion trajectory creates more diverse human-computer interaction possibilities for in-vehicle smart cockpits.

[0059] In terms of spatial adaptability, this mechanism breaks through the positioning limitations of traditional linear guides by innovatively employing global dynamic locking technology. The cable drive system, based on elastic preload compensation, works in conjunction with high-precision position sensor 1111 to sense the instantaneous displacement of the drive block in real time, achieving millimeter-level positioning accuracy through a closed-loop control system. This technological breakthrough frees the display screen from the spatial constraints of a pre-set fixed position. Users can freely select the screen's deployment position within the effective travel range of the slideway 11 based on the desired driving scenario, significantly enhancing the flexibility of the interior space layout.

[0060] The drivetrain's quietness is optimized through three technological innovations: first, flexible steel cables replace traditional gear meshing, fundamentally eliminating backlash and vibration noise. Second, polymer damping bushings are integrated into the guide mechanism to absorb impact energy from the kinematic pair through damping. Finally, dual-redundant tensioning adjustment devices ensure that the cable system maintains optimal tension despite temperature fluctuations. This multi-faceted noise reduction design ensures that the operating sound pressure level meets cabin quietness standards, making it particularly suitable for luxury vehicles with stringent NVH requirements.

[0061] This integrated drive mechanism achieves a significant increase in functional density through modular design, allowing its compact structure to fit into the dashboard space of vehicles with varying wheelbases. The intelligent control unit supports the CAN bus communication protocol, seamlessly integrating into the vehicle's electronic architecture. Combined with the pressure-sensitive touchscreen, it forms a complete smart surface solution, providing key technical support for innovative interactive modes in the next generation of intelligent cockpits.

[0062] In this embodiment, the translation unit 31 includes a fixing member 313 fixed to the screen support frame 2 . The fixing member 313 is pivotally connected to the first driving block 312 via a first rotating shaft 314 to form a pivot point.

[0063] The combination of the fixing member 313 and the first rotating shaft 314 forms a highly reliable pivot structure. The rigidly connected fixing member 313 can effectively transmit the driving torque, while compensating for slight deviations during the movement through the rotational freedom of the first rotating shaft 314. This design adopts a bilaterally symmetrical arrangement, which not only balances the force distribution of the screen support frame 2, but also avoids the overload phenomenon that may be caused by unilateral drive. The low friction characteristics of the pivot point ensure smooth movement during long-term use, and the modular design facilitates rapid disassembly and replacement during maintenance. In addition, the pivot structure defines the instantaneous center of rotation through a geometric constraint relationship, providing a precise mechanical fulcrum for subsequent rotational drive. A first rotating shaft roller 3141 is sleeved on the first rotating shaft 314, and the second cable 44 is wound around the first rotating shaft roller 3141.

[0064] In this embodiment, the linkage mechanism 42 includes a connecting rod 421 , one end of which is hinged to the screen support frame 2 , and a rotating member 422 connecting the connecting rod 421 and the second driving block 43 .

[0065] The combination of connecting rod 421 and rotating member 422 achieves efficient force transmission and conversion. Connecting rod 421 converts the linear motion of second drive block 43 into rotational motion of screen support frame 2 through geometric constraints. Its kinematic characteristics precisely match the displacement difference required during differential drive. The introduction of rotating member 422 effectively resolves interference issues in multi-degree-of-freedom motion. This linkage mechanism 42 has a force amplification effect, enabling large-angle rotation with a small drive stroke, making it particularly suitable for applications in vehicles with limited space. The optimized rod length ratio ensures torque balance during rotation, avoiding the occurrence of dead points.

[0066] In this embodiment, the connecting rod 421 is hinged to the screen support frame 2 via the second rotating shaft 423 , the connecting rod 421 is hinged to the rotating member 422 via the third rotating shaft 424 , and the rotating member 422 is pivoted to the second driving block 43 via the fourth rotating shaft 425 .

[0067] The multi-axis system creates a complete system of degrees of freedom. Each axis provides a rotational degree of freedom for the screen support frame 2. Its axial stiffness is designed to balance load-bearing requirements with rotational flexibility. The spatial layout between the axes has been optimized through kinematic simulation to ensure interference-free movement of the components. The precision-machined shaft system's tolerances ensure that motion accuracy is maintained over long-term use. A fourth axis roller 4251 is sleeved onto the fourth axis 425, around which the first cable 32 is wound.

[0068] In this embodiment, the first drive unit 33 and the second drive unit 45 both include a drive motor 331, a worm 332 driven by the drive motor 331, a worm wheel 333 engaged with the worm 332, and a winding wheel 334 that rotates synchronously with the worm wheel 333, wherein the first cable 32 and the second cable 44 are respectively wound on the corresponding winding wheels 334.

[0069] The worm gear 333 and worm 332 transmission system provides high-precision power output. The self-locking characteristics of the worm gear 332 transmission effectively prevent the screen from drifting in a vibrating environment, while the large reduction ratio design enables high torque output. The constant velocity groove design of the winding wheel 334 ensures the linearity of the cable retraction and release, and its surface hardening treatment enhances wear resistance. The modular design of the drive unit allows for independent maintenance, and the synchronous connection structure of the worm gear 333 and the winding wheel 334 uses a keyway to ensure lag-free power transmission. The transmission system is specially designed with a reverse clearance compensation mechanism to eliminate the backlash error of traditional worm gear transmission.

[0070] In this embodiment, the worm 332 is connected to the drive motor 331 via a plurality of couplings 3321 , and shock-absorbing silicone pads 3322 are provided between the couplings 3321 .

[0071] The flexible coupling system's innovative structural design significantly enhances the drive system's environmental adaptability and operational smoothness. The viscoelastic properties of the shock-absorbing silicone pad 3322 effectively absorb shock loads during motor startup and shutdown, protecting the worm gear 332 transmission pair from transient overload. Furthermore, through precisely matched damping characteristics, it simultaneously suppresses mechanical resonance caused by motor vibration and axial play, achieving targeted conversion of vibration energy into heat. The multi-stage coupling 3321's series topology innovatively creates multiple vibration isolation barriers, effectively blocking the transmission of high-frequency motor vibration to the mechanical actuator while also compensating for axial and radial mounting misalignment. This system specifically optimizes the silicone material's energy dissipation properties for in-vehicle operating conditions. By directional manipulation of the molecular chain structure, the dynamic stiffness and damping coefficient of the elastic element are optimized for optimal vibration attenuation while maintaining torque transmission stability. The coupling 3321's housing features a multi-layer labyrinth seal design, complemented by an oil-resistant composite coating, providing comprehensive protection for the core components of the drive system, significantly enhancing the mechanism's long-term operational reliability in complex in-vehicle environments.

[0072] In this embodiment, the worm gear 333 is connected to the winding wheel 334 through the worm gear shaft 3331 . A rotation damping assembly 3332 is provided between the worm gear shaft 3331 , the worm gear 333 , and the winding wheel 334 . The rotation damping assembly 3332 includes a friction plate 33321 and a shaft sleeve assembly 33322 .

[0073] The rotary damping system achieves precise control of the motion process. Friction plate 33321 utilizes a composite structure of gradient friction materials, with precisely matched dynamic and static friction coefficients to ensure both drive response sensitivity and prevent inertial overshoot. The multi-layer sealing structure of sleeve assembly 33322 effectively blocks grease leakage while maintaining a stable friction interface environment. An adjustable preload mechanism allows dynamic adjustment of the damping torque based on operating conditions, adapting to the inertial characteristics of different screen sizes. This damping system, combined with the self-locking nature of the worm gear 333 drive, provides dual protection, ensuring the screen maintains its position in any posture.

[0074] In this embodiment, an elastic buffer pad 4211 is provided between the connecting rod 421 and the screen support frame 2 .

[0075] The elastic cushioning system significantly improves the dynamic performance of the mechanism. The polymer elastomer cushion 4211 absorbs impact energy at the end of the motion through viscoelastic deformation, reducing mechanical noise and extending component life. Its nonlinear stiffness characteristics enable a soft landing and provide progressive damping before reaching the limit position. The honeycomb structure of cushion 4211 maximizes energy absorption efficiency within a limited space while maintaining radial load capacity. This component also features temperature compensation, with its modulus variation offsetting the effects of vehicle ambient temperature fluctuations on cushioning performance.

[0076] In this embodiment, the extending direction of the sliding groove 11 is parallel to the arrangement axis of the first cable 32 and the second cable 44 .

[0077] The coaxial layout design optimizes the system's force transmission efficiency. The parallel arrangement of the chute 11 and the cable axis eliminates additional torque during motion and reduces lateral loads on the guide mechanism. This spatial layout ensures that the line of action of the driving force always passes through the system's center of mass, effectively suppressing vibration during motion. The unified directional reference simplifies coordinate transformations in the control algorithm and improves the coordinated accuracy of multi-degree-of-freedom motion. This design also facilitates modular expansion, reserving structural space for subsequent additions of degrees of freedom.

[0078] In this embodiment, the first cable 32 and the second cable 44 each include at least one main drive cable and at least one auxiliary positioning cable, wherein the two ends of the main drive cable are respectively connected to the corresponding first drive blocks 312 or second drive blocks 43 on both sides, and the middle section is wound on the corresponding winding wheel 334, and the two ends of the auxiliary positioning cable are respectively connected to the corresponding first drive blocks 312 or second drive blocks 43 on both sides, and the middle section is extended in a tensioned state.

[0079] The main drive cable, the core component of power transmission, is wound around the reel 334 to achieve linear motion of the drive block, primarily responsible for transmitting traction. Its connection to the drive block at both ends ensures efficient power transmission. The auxiliary positioning cable, extending in a tensioned state, primarily performs positioning and stabilization functions. Its tension effectively suppresses system vibration and deflection, preventing structural deformation caused by dynamic loads. The main and auxiliary drive cables form a dual load-bearing system. If the main drive cable fails partially, the auxiliary drive cable still provides basic support, significantly improving overall system reliability.

[0080] In this embodiment, a limit block 111 is provided in the chute 11 , and a position sensor 1111 is installed on the limit block 111 .

[0081] The intelligent limiter system enables precise management of the range of motion. Non-contact position sensor 1111 detects the position of the actuator block using magnetic fields or photoelectric principles, and its redundant signal acquisition design ensures detection reliability. The progressive buffer layer of limiter 111 absorbs impact energy in stages, and combined with the pre-alarm function of sensor 1111, it provides both soft and hard protection. The system's adaptive learning function records usage habits and automatically optimizes motion parameters. The anti-false triggering design uses logical judgment to filter out transient interference signals, ensuring the control system's decision-making accuracy.

[0082] The first cable 32 is deflected by the first roller 321 and finally forms a cyclic U-shaped layout; the second cable 44 is deflected by the second roller 441 and finally forms a cyclic U-shaped layout. The first roller 321 and the second roller 441 are arranged on the same roller shaft 322, and a wear-resistant gasket 323 is arranged therebetween.

[0083] In this embodiment, the driving motor 331 realizes start-stop and steering control through the integrated control circuit board 5.

[0084] The integrated control system realizes precise motion coordination. The hardware logic controller based on FPGA ensures the microsecond-level synchronization accuracy of the two drive units, and its motion planning algorithm can solve the coupling relationship between translation and rotation in real time. The motor control circuit driven by the intelligent power module IPM has multiple protection functions such as overcurrent and over-temperature, and the pulse width modulation PWM strategy optimizes the energy efficiency. The system integrates a CAN bus interface, which can be seamlessly docked with the vehicle network and supports the call of multiple preset scenario modes. The fault self-diagnosis system realizes component-level fault location through characteristic frequency analysis, significantly improving the maintenance efficiency.

[0085] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principle and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A vehicle-mounted dual-degree-of-freedom screen driving mechanism, characterized in that: It comprises a frame (1) provided with a slide groove (11), a screen support frame (2) for carrying a screen, a translation drive module (3) and a rotation drive module (4), The translation drive module (3) comprises: Two groups of translation units (31) symmetrically fixed to both sides of the screen support frame (2), each group of translation units (31) being connected to a first driving block (312) slidably engaged with the slide groove (11) via a pivot point; A first cable (32) connecting the first drive blocks (312) on both sides, and a first drive unit (33) driving the first cable (32); The rotation drive module (4) comprises: Two groups of rotating units (41) are symmetrically hinged on both sides of the screen support frame (2), and each group of rotating units (41) is connected to a second driving block (43) that is slidably engaged with the sliding groove (11) through a linkage mechanism (42); A second cable (44) connecting the second drive blocks (43) on both sides, and a second drive unit (45) driving the second cable (44); The translation drive module (3) and the rotation drive module (4) share the slide groove (11); when the first drive unit (33) and the second drive unit (45) are driven synchronously, the screen support frame (2) translates along the slide groove (11); when the two are driven differentially, the second drive block (43) and the first drive block (312) form a displacement difference, and the linkage mechanism (42) forces the screen support frame (2) to rotate around the pivot point of the translation unit (31).

2. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The translation unit (31) comprises a fixing member (313) fixedly connected to the screen support frame (2), and the fixing member (313) is pivotally connected to the first driving block (312) via a first rotating shaft (314) to form the pivot point.

3. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The linkage mechanism (42) comprises a connecting rod (421) one end of which is hinged to the screen support frame (2), and a rotating member (422) connecting the connecting rod (421) and the second driving block (43).

4. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The connecting rod (421) is hinged to the screen support frame (2) via a second rotating shaft (423), the connecting rod (421) is hinged to the rotating member (422) via a third rotating shaft (424), and the rotating member (422) is pivoted to the second driving block (43) via a fourth rotating shaft (425).

5. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The first drive unit (33) and the second drive unit (45) both comprise a drive motor (331), a worm (332) driven by the drive motor (331), a worm wheel (333) meshing with the worm (332), and a winding wheel (334) rotating synchronously with the worm wheel (333), wherein the first cable (32) and the second cable (44) are respectively wound around corresponding winding wheels (334).

6. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The worm (332) is connected to the drive motor (331) via a plurality of couplings (3321), and shock-absorbing silicone pads (3322) are provided between the couplings (3321).

7. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The worm wheel (333) is connected to the winding wheel (334) via a worm wheel shaft (3331). A rotation damping assembly (3332) is provided between the worm wheel shaft (3331), the worm wheel (333), and the winding wheel (334). The rotation damping assembly (3332) includes a friction plate (33321) and a shaft sleeve assembly (33322).

8. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: An elastic buffer pad (4211) is provided between the connecting rod (421) and the screen support frame (2).

9. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: The first cable (32) and the second cable (44) each include at least one main driving cable and at least one auxiliary positioning cable, wherein the two ends of the main driving cable are respectively connected to the corresponding first driving blocks (312) or second driving blocks (43) on both sides, and the middle section is wound on the corresponding winding wheel (334); the two ends of the auxiliary positioning cable are respectively connected to the corresponding first driving blocks (312) or second driving blocks (43) on both sides, and the middle section is extended in a tensioned state.

10. The vehicle-mounted dual-degree-of-freedom screen driving mechanism according to claim 1, characterized in that: A limit block (111) is provided in the chute (11), and a position sensor (1111) is installed on the limit block (111).

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