Gapless meshing kingpin steering gear with self-locking structure

Abstract

The invention relates to a gapless meshing kingpin steering gear with a self-locking structure, and belongs to the technical field of automobile steering equipment. The gapless meshing kingpin steering gear with the self-locking structure comprises a power assembly, a shell, a worm, an idle gear A, an idle gear B, an adjusting assembly, a transmission shaft A, a transmission shaft B and a transmission gear D, the shell is provided with a worm through a power assembly and a bearing; a worm gear and a transmission gear A are arranged on the shell on one side of the worm through a bearing and a transmission shaft A; the worm is meshed with the worm gear; a transmission gear B and a transmission gear C are arranged on the shell on one side of the transmission gear A through a bearing and a transmission shaft B; and a transmission gear D is arranged on the shell on one side of the transmission gear C through a bearing and an output shaft. The gapless meshing kingpin steering gear with the self-locking structure is compact in structure, ingenious in design and particularly suitable for the use requirement of a new energy automobile steering system.

Description

TECHNICAL FIELD

[0001] The application relates to a gap-free meshing kingpin steering gear with a self-locking structure and belongs to the technical field of automobile steering equipment. BACKGROUND

[0002] In the technical field of new energy vehicle steering equipment, a kingpin steering gear is commonly used to control the steering of a wheel; the existing kingpin steering gear, such as the wheel-side angle module for a vehicle and the vehicle provided with the same disclosed in an application publication No. CN 116373998 A, has the following problems although the components kingpin steering gear meets the use requirements to a certain extent: Firstly, the existing kingpin steering gear has no self-locking mechanism, and the problem of the inability to lock the wheel is prone to occur during work.

[0003] Secondly, the power transmission and speed reduction of the existing kingpin steering gear are completed by relying on the meshing of transmission gears; however, gaps exist between the transmission gears when the transmission gears are directly meshed with each other, and the whole vehicle or the steering gear is prone to problems during work.

[0004] Therefore, it is necessary to develop a new kingpin steering gear to solve the above problems existing in the kingpin steering gear of the existing new energy vehicle steering system. SUMMARY

[0005] The application aims to provide a gap-free meshing kingpin steering gear with a self-locking structure to solve the safety and application problems existing in the kingpin steering gear of the existing new energy vehicle steering system.

[0006] The technical scheme of the application is as follows: A gap-free meshing kingpin steering gear with a self-locking structure comprises a power assembly, a shell, a worm, an idler A, an idler B, an adjusting assembly, a transmission shaft A, a transmission shaft B, a transmission gear A, a transmission gear B, a transmission gear C and a transmission gear D; the shell is provided with the worm through the power assembly and a bearing; the shell on one side of the worm is provided with a worm wheel and the transmission gear A through a bearing and the transmission shaft A; the worm is connected with the worm wheel in a meshing mode; the shell on one side of the transmission gear A is provided with the transmission gear B and the transmission gear C through a bearing and the transmission shaft B; the shell on one side of the transmission gear C is provided with the transmission gear D through a bearing and an output shaft; the shell on one side of the transmission gear A and the transmission gear B is provided with the idler A through the adjusting assembly; the idler A is connected with the transmission gear B and the transmission gear A in a meshing mode; the shell on one side of the transmission gear C and the transmission gear D is provided with the idler B through the adjusting assembly; and the idler B is connected with the transmission gear C and the transmission gear D in a meshing mode.

[0007] The adjustment assembly includes an elastic element, a support bearing, and a support shaft; two sets of support bearings are symmetrically mounted on the housing via a sliding groove; a support shaft is installed between the two sets of support bearings; an idler wheel A or an idler wheel B is mounted on the support shaft; an elastic element is installed inside the housing on one side of the support bearing; the elastic element is in contact with the corresponding support bearing.

[0008] The elastic element is a helical spring or a leaf spring.

[0009] The output shaft extends to the outside of the housing and is provided with spline teeth at one end.

[0010] The worm gear has a self-locking assembly installed on the housing at one end.

[0011] The self-locking assembly includes a locking cylinder, a locking pin, and a locking disc; a locking disc is fixedly mounted on one end of the worm gear; a locking pin is mounted on the inner shell of the locking disc via the locking cylinder; the locking pin and the locking disc are intermittently plugged into each other.

[0012] The locking disc has multiple locking teeth spaced apart on its circumferential surface; and locking teeth are provided between adjacent locking teeth.

[0013] The advantages of this invention are: This backlash-free kingpin steering gear with a self-locking structure is compact and ingeniously designed. It enables a backlash-free meshing connection between the transmission gear and the idler gear, and the worm gear can be locked by the self-locking component. As a result, this kingpin steering gear solves the problems of high safety risks and easy occurrence of abnormal noise and pitting in the existing kingpin steering systems of new energy vehicles, and is particularly suitable for the needs of new energy vehicle steering systems. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the exploded structure of the present invention; Figure 3 This is a schematic diagram of the powertrain and other components of the present invention; Figure 4 for Figure 2 Enlarged structural diagram at point A; Figure 5 This is a schematic diagram of the structure of the self-locking component of the present invention; Figure 6 This is a partial exploded structural diagram of the present invention; Figure 7 This is a schematic diagram of the meshing structure of the idler gear A, transmission gear B, and transmission gear A of the present invention. Figure 8 for Figure 7 A schematic diagram of the deformed structure.

[0015] In the diagram: 1. Housing; 2. Powertrain; 3. Worm gear; 4. Drive shaft A; 5. Worm wheel; 6. Drive gear A; 7. Drive shaft B; 8. Drive gear B; 9. Drive gear C; 10. Output shaft; 11. Drive gear D; 12. Adjustment assembly; 13. Idler wheel A; 14. Idler wheel B; 15. Support bearing; 16. Support shaft; 17. Elastic element; 18. Spline gear; 19. Self-locking assembly; 20. Locking cylinder; 21. Locking pin; 22. Locking disc; 23. Thick-tooth locking mechanism; 24. Thin-tooth locking mechanism. Detailed Implementation

[0016] The backlash-free kingpin steering gear with a self-locking structure includes a powertrain 2, a housing 1, a worm gear 3, an idler wheel A13, an idler wheel B14, an adjustment assembly 12, a drive shaft A4, a drive shaft B7, a drive gear A6, a drive gear B8, a drive gear C9, and a drive gear D11.

[0017] The worm gear 3 is mounted on the housing 1 via the powertrain 2 and bearings (see the instruction manual appendix). Figure 2 and 3 When the powertrain 2 is working, it can drive the worm gear 3 to rotate freely.

[0018] A self-locking component 19 is mounted on the housing 1 at one end of the worm gear 3 (see the instruction manual appendix). Figure 1 and 2 The self-locking assembly 19 includes a locking cylinder 20, a locking pin 21, and a locking disc 22 (see the attached instruction manual). Figure 5 ).

[0019] A locking disc 22 is fixedly mounted on one end of the worm gear 3; a locking pin 21 is mounted on the housing 1 inside the locking disc 22 via a locking cylinder 20; the locking pin 21 is intermittently inserted into the locking disc 22. When the locking cylinder 20 is working, the locking pin 21 can be inserted into the locking disc 22, so that the locking pin 21 can lock the locking disc 22, thereby achieving the purpose of locking and fixing the worm gear 3 through the locking disc 22.

[0020] The locking disc 22 has multiple locking teeth 23 spaced apart on its circumferential surface; and locking teeth 24 are provided between adjacent locking teeth 23 (see the instruction manual). Figure 5 The purpose of alternately setting thick and thin teeth 23 and thin teeth 24 with different thicknesses on the locking disc 22 is to prevent the locking pin 21 from failing to insert into the tooth groove when the locking disc 22 is running at high speed, thus avoiding continuous tooth skipping.

[0021] The worm gear 5 and the transmission gear A6 are mounted on the housing 1 on one side of the worm 3 via bearings and transmission shaft A4 (see the instruction manual appendix). Figure 2 and 6 The worm 3 is meshed with the worm wheel 5. When the worm 3 rotates, it can drive the transmission shaft A4 and the transmission gear A6 to rotate synchronously through the worm wheel 5.

[0022] On the housing 1 on one side of transmission gear A6, transmission gears B8 and C9 are mounted via bearings and transmission shaft B7 (see attached instructions). Figure 2 The transmission gear D11 is mounted on the housing 1 on one side of the transmission gear C9 via a bearing and the output shaft 10 (see the instruction manual appendix). Figure 2 and 6 The output shaft 10 extends to the outside of the housing 1 and is provided with spline teeth 18 (see the instruction manual appendix). Figure 2 and 6 ).

[0023] Idler gear A13 is mounted on the housing 1 on one side of transmission gear A6 and transmission gear B8 via adjusting assembly 12; idler gear B14 is mounted on the housing 1 on one side of transmission gear C9 and transmission gear D11 via adjusting assembly 12 (see the appendix to the instruction manual). Figure 2 and 6 ).

[0024] Idler gear A13 is meshed with drive gears B8 and A6; idler gear B14 is meshed with drive gears C9 and D11.

[0025] Adjustment assembly 12 includes an elastic element 17, a support bearing 15, and a support shaft 16; two sets of support bearings 15 are symmetrically mounted on the housing 1 via sliding grooves; a support shaft 16 is installed between the two sets of support bearings 15; an idler wheel A13 or an idler wheel B14 is mounted on the support shaft 16; an elastic element 17 is installed inside the housing 1 on one side of the support bearing 15; the elastic element 17 is a coil spring or a leaf spring (see the appendix of the instruction manual). Figure 7 and 8 The elastic element 17 is in contact with the corresponding support bearing 15.

[0026] The purpose of this adjustment component 12 is to ensure that the support bearing 15, under the elastic force of the elastic element 17, always presses against the idler wheel A13 or idler wheel B14 through the support shaft 16; thus, the idler wheel A13 can always maintain a gapless meshing connection with the transmission gears B8 and A6, and the idler wheel B14 can mesh with the transmission gears C9 and D11. This solves the problem of abnormal noise and pitting that easily occur after long-term operation due to gaps when the transmission gears in the existing kingpin steering system directly mesh with each other.

[0027] This backlash-free kingpin steering gear with a self-locking structure allows the worm gear 3 to rotate freely when the powertrain 2 is operating. The rotation of the worm gear 3 drives the drive shaft A4 and drive gear A6 to rotate synchronously via the worm wheel 5. During the rotation of drive gear A6, it drives drive gear B8 and drive shaft B7 to rotate via idler wheel A13. The rotation of drive shaft B7 drives drive gear C9 to rotate; drive gear C9 then drives drive gear D11 and output shaft 10 to rotate via idler wheel B14. In this way, the kingpin steering gear completes the power output action.

[0028] This backlash-free kingpin steering gear with a self-locking structure is compact and ingeniously designed. It enables a backlash-free meshing connection between the transmission gear and the idler gear, and the worm gear 3 can be locked by the self-locking component 19. Thus, this kingpin steering gear solves the problems of high safety risks and easy occurrence of abnormal noise and pitting in the existing kingpin steering systems of new energy vehicles, and is particularly suitable for the needs of new energy vehicle steering systems.

Claims

1. A kingpin steering gear with self-locking structure and without clearance engagement, comprising a power assembly (2), a housing (1), a worm (3), an idler A (13), an idler B (14), an adjusting assembly (12), a transmission shaft A (4), a transmission shaft B (7), a transmission gear A (6), a transmission gear B (8), a transmission gear C (9) and a transmission gear D (11); characterized in that: The housing (1) is provided with a worm (3) through a power assembly (2) and a bearing; the housing (1) on one side of the worm (3) is provided with a worm wheel (5) and a transmission gear A (6) through a bearing and a transmission shaft A (4); the worm (3) is connected with the worm wheel (5) in meshing; the housing (1) on one side of the transmission gear A (6) is provided with a transmission gear B (8) and a transmission gear C (9) through a bearing and a transmission shaft B (7); the housing (1) on one side of the transmission gear C (9) is provided with a transmission gear D (11) through a bearing and an output shaft (10); the housing (1) on one side of the transmission gear A (6) and the transmission gear B (8) is provided with an idler A (13) through an adjusting assembly (12); the idler A (13) is connected with the transmission gear B (8) and the transmission gear A (6) in meshing; the housing (1) on one side of the transmission gear C (9) and the transmission gear D (11) is provided with an idler B (14) through an adjusting assembly (12); the idler B (14) is connected with the transmission gear C (9) and the transmission gear D (11) in meshing.

2. A kingpin steering gear with self-locking structure and without gap engagement according to claim 1, characterized in that: The adjusting assembly (12) comprises an elastic member (17), a supporting bearing (15) and a supporting rotating shaft (16); the housing (1) is symmetrically provided with two groups of supporting bearings (15) through sliding grooves; the supporting rotating shaft (16) is arranged between the two groups of supporting bearings (15); the idler A (13) or the idler B (14) is arranged on the supporting rotating shaft (16); the elastic member (17) is arranged in the housing (1) on one side of the supporting bearing (15); the elastic member (17) is connected with the corresponding supporting bearing (15) in abutment.

3. A kingpin steering gear with self-locking structure and without clearance engagement according to claim 2, characterized in that: The elastic member (17) is a spiral spring or a leaf spring.

4. A kingpin steering gear with self-locking structure and without gap engagement according to claim 1, characterized in that: The output shaft (10) is provided with a spline tooth (18) after extending to the outside of the housing (1).

5. A kingpin steering gear with self-locking structure according to claim 1, wherein: The housing (1) on one end of the worm (3) is provided with a self-locking assembly (19).

6. A kingpin steering gear with self-locking structure according to claim 5, characterized in that: The self-locking assembly (19) comprises a locking cylinder (20), a locking pin (21) and a locking disc (22); the locking disc (22) is fixed to one end of the worm (3); the locking pin (21) is arranged in the housing (1) on the inner side of the locking disc (22) through the locking cylinder (20); the locking pin (21) is connected with the locking disc (22) in intermittent insertion.

7. A kingpin steering gear with self-locking structure according to claim 6, characterized in that: A plurality of clamping thick teeth (23) are arranged on the circumferential surface of the locking disc (22) at intervals; a clamping thin tooth (24) is arranged between adjacent clamping thick teeth (23).

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