Reducing mechanism and rear wheel steering gear

Abstract

The utility model relates to the technical field of rear wheel steering gears, and provides a speed reducing mechanism and a rear wheel steering gear, which comprise a screw rod, a driving wheel, a first driven wheel and a second driven wheel, the driving wheel is connected with a driving motor, and the driving wheel is in speed reducing transmission connection with the first driven wheel through a belt; the first driven wheel and the second driven wheel are axially arranged and coaxially arranged on the lead screw in a sleeving mode, the first driven wheel and the second driven wheel are in magnetic deceleration transmission connection, the second driven wheel is in threaded transmission connection with the lead screw, the driving motor drives the driving wheel to rotate, and the driving wheel is in deceleration transmission connection with the first driven wheel through a belt. The first driven wheel is in magnetic deceleration transmission connection with the second driven wheel, the second driven wheel is in threaded transmission connection with the lead screw, rotation motion of the driving motor is decelerated and transmitted into axial displacement of the lead screw, transmission noise and friction heat generation are reduced, the total reduction ratio is large, and the occupied space of the structure is optimized.

Description

Technical Field

[0001] The utility model relates to the technical field of rear wheel steering gears, in particular to a speed reduction mechanism and a rear wheel steering gear. Background Art

[0002] A rear-wheel steering reduction mechanism is a mechanism used in vehicle drivetrains to transfer power from the transmission to the rear-wheel steering gear, reducing speed in the process to provide greater torque and better control. This mechanism typically incorporates a worm gear, cylindrical gear, or planetary gear scheme to ensure efficient transmission and reduce speed as needed. However, existing solutions often suffer from frictional heat generation, high vibration and noise, and relatively low reduction ratios. Utility Model Content

[0003] The purpose of the utility model is to provide a deceleration mechanism and a rear wheel steering gear to solve the above technical problems, reduce transmission noise and friction heat, have a larger total reduction ratio, and optimize the occupied space of the structure.

[0004] The embodiment of the present utility model is realized through the following technical scheme: a deceleration mechanism includes a screw, a driving wheel, a first driven wheel and a second driven wheel, the driving wheel is connected to a driving motor, the driving wheel is connected to the first driven wheel through a belt for reduction transmission, the first driven wheel and the second driven wheel are axially arranged and coaxially sleeved on the screw, and the first driven wheel is connected to the second driven wheel through a magnetic reduction transmission, and the second driven wheel is connected to the screw through a threaded transmission.

[0005] Furthermore, an adjusting disk is coaxially fixed between the first driven wheel and the second driven wheel, and the adjusting disk is movably sleeved on the second driven wheel.

[0006] Preferably, 2N permanent magnets are fixed at even intervals circumferentially on the first driven wheel, 2M permanent magnets are fixed at even intervals circumferentially on the second driven wheel, and N+M steel columns are fixed at even intervals circumferentially on the adjusting disk. The permanent magnets on the first driven wheel and the second driven wheel have alternating magnetic poles, where N and M are both positive integers, and M>N.

[0007] Furthermore, the first driven wheel is rotatably connected to the second driven wheel via a first bearing.

[0008] A rear wheel steering gear includes a housing and a first shaft joint and a second shaft joint respectively connected to the two ends of a screw rod. The first shaft joint and the second shaft joint are both axially slidably arranged in the housing. A limiting bolt is radially connected to the first shaft joint, and a slider is sleeved on the limiting bolt and is axially limited and slidably connected to the housing.

[0009] Furthermore, the first driven wheel is rotatably connected to the housing via a second bearing, and the second driven wheel is rotatably connected to the housing via a third bearing.

[0010] The utility model has at least the following advantages and beneficial effects: the driving motor drives the driving wheel to rotate, the driving wheel is connected to the first driven wheel through a belt reduction transmission, the first driven wheel is connected to the second driven wheel magnetic reduction transmission, and the second driven wheel is connected to the lead screw thread transmission, so that the rotational motion of the driving motor is reduced and transmitted to the axial displacement of the lead screw. On the one hand, the belt transmission between the driving wheel and the first driven wheel itself has very low noise, and the magnetic reduction transmission between the first driven wheel and the second driven wheel is a non-contact transmission, and there is no friction and collision contact, which effectively reduces transmission noise and frictional heat; on the other hand, the belt transmission structure between the driving wheel and the first driven wheel combined with the magnetic reduction transmission structure between the first driven wheel and the second driven wheel has a smaller spatial volume and can achieve a larger total reduction ratio. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention 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 paying any creative work.

[0012] Figure 1 This is a structural diagram of a rear wheel steering device provided by the utility model;

[0013] Figure 2 A cross-sectional view of a rear wheel steering gear provided by the utility model;

[0014] Figure 3 For this utility model Figure 2 Cross-sectional view in the AA direction;

[0015] Figure 4 A cross-sectional view of a speed reduction mechanism provided by the present utility model;

[0016] Icons: 1-screw, 21-driving wheel, 22-first driven wheel, 23-second driven wheel, 24-adjusting disk, 3-drive motor, 41-permanent magnet, 42-steel column, 51-first bearing, 52-second bearing, 53-third bearing, 6-housing, 60-slide, 61-first shaft joint, 62-second shaft joint, 63-limiting bolt, 64-slider. DETAILED DESCRIPTION

[0017] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0018] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are also within the scope of protection of the present invention.

[0019] Example

[0020] like Figure 2-4 As shown, in this embodiment, a deceleration mechanism is mainly disclosed, which has a simple and reliable structure. Its main structure includes a screw 1, a driving wheel 21, a first driven wheel 22 and a second driven wheel 23. The driving wheel 21 is connected to the driving motor 3. The driving wheel 21 is connected to the first driven wheel 22 through a belt for deceleration transmission. The first driven wheel 22 and the second driven wheel 23 are axially arranged and coaxially sleeved on the screw 1, and the first driven wheel 22 is connected to the second driven wheel 23 by magnetic deceleration transmission, and the second driven wheel 23 is connected to the screw 1 through thread transmission. It should be noted that a pulley transmission is formed between the driving wheel 21 and the first driven wheel 22. The driving wheel 21 is a small-diameter pulley, and the first driven wheel 22 is a large-diameter pulley. 22 and the second driven wheel 23 achieve different reduction transmission ratios by changing the magnetic pole pair ratio; the driving motor 3 drives the active wheel 21 to rotate, and then the belt transmission reduces the rotation speed of the first driven wheel 22, and drives the second driven wheel 23 to rotate through the magnetic reduction transmission, forming a multi-stage reduction transmission, thereby providing the required output torque and speed, improving the transmission efficiency and stability, the second driven wheel 23 is connected to the screw rod 1 through thread transmission, decelerates the rotational motion and converts it into axial displacement of the screw rod 1, realizing axial reciprocating movement; in addition, the reduction mechanism adopts belt and magnetic transmission to reduce transmission noise and extend service life; at the same time, under the same reduction ratio, the occupied space of the overall structure can be effectively reduced.

[0021] Furthermore, in specific implementation, Figure 4As shown, an adjusting disk 24 is coaxially fixed between the first driven wheel 22 and the second driven wheel 23 provided in the embodiment of the present invention, and the adjusting disk 24 is movably sleeved on the second driven wheel 23; the first driven wheel 22, the adjusting disk 24 and the second driven wheel 23 constitute an axially arranged magnetic gear assembly, the first driven wheel 22 is the input side magnetic gear, and the second driven wheel 23 is the output side magnetic gear; specifically, 2N permanent magnets 41 are evenly spaced circumferentially fixed on the first driven wheel 22, and 2M permanent magnets are evenly spaced circumferentially fixed on the second driven wheel 23. The magnet 41 and the adjusting disk 24 are fixed with N+M steel columns 42 at uniform circumferential intervals. The permanent magnets 41 on the first driven wheel 22 and the second driven wheel 23 are arranged with alternating magnetic poles, where N and M are both positive integers, and M>N; preferably, in this embodiment, the reduction ratio between the driving wheel 21 and the first driven wheel 22 can be 2.44, and the reduction ratio between the first driven wheel 22 and the second driven wheel 23 can be 4. Taken together, the reduction ratio of the reduction mechanism reaches 9.76, which far exceeds the range of 2-5 reduction ratios commonly found in steering gears on the market.

[0022] Furthermore, in specific implementation, Figure 4 As shown, the first driven wheel 22 provided in the embodiment of the present invention is rotatably connected to the second driven wheel 23 via the first bearing 51 , which helps to reduce friction loss and extend service life.

[0023] like Figure 1-4 As shown, in this embodiment, a rear wheel steering gear is also disclosed, including a housing 6 and a first shaft joint 61 and a second shaft joint 62 respectively connected to the two ends of the screw rod 1, the first shaft joint 61 and the second shaft joint 62 are both axially slidably arranged in the housing 6, and a limiting bolt 63 is radially connected to the first shaft joint 61, and a slider 64 is sleeved on the limiting bolt 63 and connected to the housing 6 in an axial limited sliding manner; specifically, the ends of the first shaft joint 61 and the second shaft joint 62 are both connected with a yoke for transmitting steering force to the wheel, and a slide groove 60 arranged axially parallel to the screw rod 1 is provided on the side wall of the housing 6, and the slider 64 is made of non-metallic material. The slider 64 slides in a limited position in the slide groove 60, that is, the axial movement range of the slider 64 in the slide groove 60 is the axial relative movement range of the screw rod 1 and the second driven wheel 23, which effectively limits the rotational movement of the first shaft joint 61 and ensures that the output of the first shaft joint 61 is axial displacement.

[0024] Furthermore, in specific implementation, Figure 1-4As shown, the first driven wheel 22 provided in the embodiment of the present invention is rotatably connected to the housing 6 through the second bearing 52, and the second driven wheel 23 is rotatably connected to the housing 6 through the third bearing 53. Specifically, the adjusting disk 24 is relatively fixed to the housing 6, and the relative positions of the first driven wheel 22 and the second driven wheel 23 in the housing 6 are limited by the first bearing 51, the second bearing 52 and the third bearing 53, so that the first driven wheel 22 and the second driven wheel 23 can only achieve rotational motion.

[0025] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A speed reduction mechanism, characterized in that: The invention comprises a screw (1), a driving wheel (21), a first driven wheel (22) and a second driven wheel (23), wherein the driving wheel (21) is connected to a driving motor (3), the driving wheel (21) is connected to the first driven wheel (22) by a belt through a reduction transmission, the first driven wheel (22) and the second driven wheel (23) are respectively axially arranged and coaxially sleeved on the screw (1), and the first driven wheel (22) and the second driven wheel (23) are connected by a magnetic reduction transmission, and the second driven wheel (23) is connected to the screw (1) by a threaded transmission.

2. A speed reduction mechanism according to claim 1, characterized in that: An adjusting disc (24) is coaxially fixed between the first driven wheel (22) and the second driven wheel (23), and the adjusting disc (24) is movably sleeved on the second driven wheel (23).

3. A speed reduction mechanism according to claim 2, characterized in that: 2N permanent magnets (41) are fixed at even intervals in the circumferential direction on the first driven wheel (22), 2M permanent magnets (41) are fixed at even intervals in the circumferential direction on the second driven wheel (23), and N+M steel columns (42) are fixed at even intervals in the circumferential direction on the adjustment disk (24). The permanent magnets (41) on the first driven wheel (22) and the second driven wheel (23) are arranged with alternating magnetic poles, wherein N and M are both positive integers, and M>N.

4. A speed reduction mechanism according to claim 1, characterized in that: The first driven wheel (22) is rotatably connected to the second driven wheel (23) via a first bearing (51).

5. A rear wheel steering gear based on a deceleration mechanism according to any one of claims 1 to 4, comprising a housing (6) and a first shaft joint (61) and a second shaft joint (62) respectively connected to the two ends of the screw rod (1), characterized in that: The first shaft joint (61) and the second shaft joint (62) are both axially slidably arranged in the housing (6); a limiting bolt (63) is radially connected to the first shaft joint (61); and a sliding block (64) is sleeved on the limiting bolt (63) and is axially limitedly slidably connected to the housing (6).

6. A rear wheel steering gear as claimed in claim 5, characterized in that: The first driven wheel (22) is rotatably connected to the housing (6) via a second bearing (52), and the second driven wheel (23) is rotatably connected to the housing (6) via a third bearing (53).

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