Power-assisted steering device and vehicle

Abstract

The utility model discloses a power-assisted steering device and a vehicle, and relates to the technical field of an EPS (electric power steering) system of the vehicle, a first end part of a worm is in transmission connection with a torque output part, a second end part of the worm is supported in a speed reducer shell through a positioning part, a first buffer part is arranged between the first end part and the torque output part, and a second buffer part is arranged between the first end part and the torque output part; a second buffer piece is arranged between the second end part and the positioning piece; when the worm rotates in the first direction, the first buffering piece generates first counter-acting force to the worm, and the first counter-acting force is opposite to the acting force of the worm driving the worm gear to rotate in direction. When the worm rotates in the second direction opposite to the first direction, the second buffering piece generates second counter-acting force to the worm, and the first counter-acting force is opposite to the acting force of the worm driving the worm gear to rotate in direction. When the worm rotates, impact energy is absorbed through the first buffer piece or the second buffer piece, axial impact force caused by the meshing clearance is counteracted, and therefore impact abnormal sound of the worm gear and the worm is restrained.

Description

Technical Field

[0001] This application relates to the field of electric power steering (EPS) systems, and more particularly to a steering assist device. This application also relates to a vehicle having the steering assist device. Background Technology

[0002] In a vehicle's steering system, the power steering mechanism is a crucial component, providing steering assistance to the driver and reducing their operational burden. Currently, most power steering systems employ electric power steering (EPS). EPS uses an electric motor to generate auxiliary torque, which is applied to the steering output shaft. This output shaft then moves the steering rack, ultimately providing steering assistance. The most widely used EPS systems employ a relatively simple worm gear mechanism, which is the core component for transmitting the electric motor's torque.

[0003] With the continuous development of my country's automotive industry, users have increasingly higher requirements for vehicle quality and the overall performance of components. They also have higher demands for vehicle comfort and noise reduction, and are more sensitive to noises generated when driving over bumpy roads or changing direction. However, in worm gear transmission mechanisms, due to the meshing clearance between the worm wheel and worm, the following problems are prone to occur during long-term use: abnormal operating noise, especially when the worm switches between forward and reverse directions, the meshing clearance causes impact between the worm wheel and worm, generating noise; accelerated component wear, especially under various operating conditions such as the driver's left and right steering wheel operation and driving on bumpy roads, frequent impacts will accelerate the wear of the worm wheel and worm, reducing the system's lifespan.

[0004] Traditional solutions often eliminate backlash by adjusting the assembly precision of the worm gear or increasing the preload, but these solutions have the following limitations: extremely high assembly precision is required, which significantly increases costs; excessive preload leads to increased frictional resistance and reduced transmission efficiency; and they cannot adapt to backlash changes under dynamic loads.

[0005] Therefore, there is an urgent need for a new type of power steering device to improve or solve the above problems. Utility Model Content

[0006] This application provides a power steering device to improve or solve the technical problem in existing power steering systems with worm gear transmission mechanisms where the meshing clearance between the worm gear and worm causes impact noise and affects the service life of the system.

[0007] The technical solution adopted in this application is as follows:

[0008] A power steering device includes a reducer housing, a torque output component, and a worm gear transmission mechanism disposed within the reducer housing, comprising a worm and a worm wheel. A first end of the worm is drively connected to the torque output component, and a second end of the worm is supported within the reducer housing by a positioning component. A first buffer is provided between the first end and the torque output component, and a second buffer is provided between the second end and the positioning component. When the worm rotates in a first direction, the first buffer generates a first reaction force on the worm, the first reaction force being opposite in direction to the force that drives the worm wheel to rotate. When the worm rotates in a second direction opposite to the first direction, the second buffer generates a second reaction force on the worm, the second reaction force being opposite in direction to the force that drives the worm wheel to rotate.

[0009] In this technical solution, a first buffer and a second buffer are respectively provided at the first end (connecting the torque output component) and the second end (connecting the positioning component) of the worm. The first and second buffers can form a dynamic reaction force compensation. When the worm rotates, the first or second buffer generates a reaction force along the worm's axis, absorbing impact energy and offsetting the axial impact force caused by the meshing clearance, thereby suppressing the impact noise of the worm gear and achieving the purpose of reducing or eliminating the noise. Specifically, this solution can achieve bidirectional dynamic buffering: when the worm rotates in a first direction (e.g., forward), the first buffer generates a first reaction force to push the worm in the opposite direction, eliminating the axial impact force; when the worm rotates in a second direction (e.g., reverse), the second buffer generates a second reaction force to push the worm in the opposite direction, eliminating the axial impact force. The first and second buffers are preferably elastic structures, capable of generating elastic reaction force to elastically absorb impact energy. Furthermore, the elastic deformation of the first and second buffers can dynamically adapt to clearance changes under different working conditions (e.g., different speeds and loads), forming an adaptive buffering effect. By setting up a first buffer and a second buffer, the impact force generated during the transmission process can be absorbed and buffered when the worm gear rotates, reducing component wear, vibration and noise, and improving the stability and service life of the steering system.

[0010] The first end is provided with a first receiving cavity, and the first buffer is stopped and restricted within the first receiving cavity by the torque output member.

[0011] In this technical solution, the design of the first receiving cavity enables the first buffer to be effectively confined at the first end of the worm, ensuring that the first buffer can stably play an elastic buffering role during transmission, avoiding transmission instability and affecting the elastic buffering effect due to displacement of the first buffer.

[0012] The first buffer is a spring, and the first buffer is arranged coaxially with the worm gear within the first receiving cavity.

[0013] In this technical solution, the first buffer component is set as a spring and arranged coaxially with the worm. The first receiving cavity constrains the radial displacement of the first buffer component, ensuring that it is subjected to force along the worm axis, avoiding eccentric loading, extending the life of the first buffer component, and also ensuring that the first buffer component absorbs the impact force evenly when the worm rotates in the first direction, further improving the smoothness of transmission and the buffering effect.

[0014] The torque output component stops the first buffer component via a first elastic pin. One end of the first elastic pin is connected to the torque output component, and the other end is inserted into the inside of the first buffer component.

[0015] In this technical solution, the torque output component is connected to the first buffer component by the first elastic pin, which can ensure that the first buffer component will not shift or fall off during the generation of reaction force. The first elastic pin is inserted into the inner side of the first buffer component to form a radial limit on the first buffer component and prevent the first buffer component from being deformed or twisted.

[0016] The second end is provided with a second receiving cavity, and the second buffer is stopped and restricted within the second receiving cavity by the positioning member.

[0017] In this technical solution, the design of the second receiving cavity enables the second buffer to be effectively confined at the second end of the worm, ensuring that the second buffer can stably play an elastic buffering role during transmission, avoiding transmission instability and affecting the elastic buffering effect due to displacement of the second buffer.

[0018] The second buffer is a spring, and the second buffer is arranged coaxially with the worm gear within the second receiving cavity.

[0019] In this technical solution, the second buffer is set as a spring and arranged coaxially with the worm. The second receiving cavity constrains the radial displacement of the second buffer, ensuring that it is subjected to force along the worm axis, avoiding eccentric loading, extending the life of the second buffer, and also ensuring that the second buffer absorbs the impact force evenly when the worm rotates in the second direction, further improving the smoothness of the transmission and the buffering effect.

[0020] The positioning member stops the second buffer member by a second elastic pin. The positioning member is provided with a positioning protrusion that is inserted into the second receiving cavity. One end of the second elastic pin is connected to the positioning protrusion, and the other end is inserted into the inside of the second buffer member.

[0021] In this technical solution, the second elastic pin, in conjunction with the second receiving cavity, forms a bidirectional constraint on the second buffer component, limiting its radial degree of freedom. This ensures that the second buffer component will not shift or fall off during the generation of reaction force, and also prevents the first buffer component from undergoing irregular twisting. The connection between the second elastic pin and the positioning protrusion simplifies the assembly process and facilitates rapid installation.

[0022] The torque output component is configured as a drive motor. The first buffer component is located between the first end and the motor spindle of the drive motor. The first end is rotatably connected to the reducer housing via a main bearing, and the second end is rotatably connected to the positioning component via a tail bearing.

[0023] In this technical solution, the connection between the drive motor and the worm gear enables reliable worm gear rotation, which in turn drives the worm wheel to rotate stably, providing smooth steering assistance. The main bearing and tail bearing ensure the stability and smoothness of the worm gear during rotation, reducing friction and wear, and improving transmission efficiency.

[0024] The positioning component includes an eccentric ring body, which has an adjustment protrusion for adjustment. The eccentric ring body has an inner eccentric ring circle and an outer eccentric ring circle, which are eccentrically set. The inner eccentric ring circle mates with the outer ring of the tail bearing, and the outer eccentric ring circle mates with the inner wall surface of the reducer housing.

[0025] In this technical solution, the positioning component is equipped with an eccentric ring body. By rotating the eccentric ring body, the axial position of the worm can be adjusted, thereby achieving adjustable clearance between the two. The design of the adjusting protrusion on the eccentric ring body allows the positioning component to be finely adjusted by adjusting the protrusion, ensuring that the meshing clearance between the worm and the worm wheel is in the optimal state, reducing noise and wear during transmission, and improving transmission accuracy and efficiency.

[0026] Due to the adoption of the above technical solution, the technical effect achieved by this application is as follows: A first buffer and a second buffer are respectively provided at the first end (connecting the torque output component) and the second end (connecting the positioning component) of the worm. The first buffer and the second buffer can form a dynamic reaction force compensation. When the worm rotates, the first buffer or the second buffer generates a reaction force along the worm axis, absorbing the impact energy and offsetting the axial impact force caused by the meshing clearance, thereby suppressing the impact noise of the worm gear and achieving the purpose of reducing or eliminating the noise. Specifically, this solution can achieve bidirectional dynamic buffering: when the worm rotates in the first direction (e.g., forward), the first buffer generates a first reaction force to push the worm in the opposite direction and eliminate the axial impact force; when the worm rotates in the second direction (e.g., reverse), the second buffer generates a second reaction force to push the worm in the opposite direction and eliminate the axial impact force. When the first buffer and the first buffer and the second buffer are preferably elastic structures, they can generate elastic reaction force, thereby elastically absorbing the impact energy. Moreover, the elastic deformation of the first buffer and the second buffer can dynamically adapt to the clearance changes under different working conditions (e.g., different speeds and loads), forming an adaptive buffering effect. By setting up a first buffer and a second buffer, the impact force generated during the transmission process can be absorbed and buffered when the worm gear rotates, reducing component wear, vibration and noise, and improving the stability and service life of the steering system.

[0027] Another object of this application is to provide a vehicle including a steering system that includes the steering assist device as described above.

[0028] The vehicle described in this application has the same beneficial effects as the aforementioned power steering device compared to the prior art, and will not be repeated here. Attached Figure Description

[0029] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0030] Figure 1 This is an assembly drawing of the power steering device provided in the embodiments of this application;

[0031] Figure 2 Cross-sectional view of the power steering device provided in the embodiments of this application. Figure 1 ;

[0032] Figure 3 for Figure 2 Enlarged view of a portion of point A in the middle;

[0033] Figure 4 for Figure 2 Enlarged view of the structure at point B;

[0034] Figure 5 This is an assembly drawing of the main bearing, tail bearing, positioning component, and worm gear transmission mechanism provided in the embodiments of this application, wherein arrow CW represents the first direction and arrow CCW represents the second direction;

[0035] Figure 6 A cross-sectional view of a partial structure of the power steering device provided in an embodiment of this application. Figure 1 Where F1 represents the direction of the radial pressure on the worm;

[0036] Figure 7 A cross-sectional view of a partial structure of the power steering device provided in an embodiment of this application. Figure 2 Where F2 represents the direction of the radial thrust on the worm;

[0037] Figure 8 A cross-sectional view of the worm gear provided in an embodiment of this application;

[0038] Figure 9 A schematic diagram of the positioning element provided in the embodiments of this application. Figure 1 ;

[0039] Figure 10 A schematic diagram of the positioning element provided in the embodiments of this application. Figure 2 .

[0040] List of components and reference numerals:

[0041] 1. Gearbox housing;

[0042] 2 torque output components, 21 motor spindles;

[0043] 3. Worm gear, 31. First end, 32. Second end, 33. First receiving cavity, 34. Second receiving cavity;

[0044] 4. Worm gear;

[0045] 5. Positioning component, 51. Positioning protrusion, 52. Eccentric ring body, 521. Eccentric ring inner circle, 522. Eccentric ring outer circle, 53. Adjusting protrusion.

[0046] 6. First buffer component;

[0047] 7. Second buffer component;

[0048] 8 output shafts;

[0049] 9. First elastic pin;

[0050] 10 Second elastic pins;

[0051] 20 Flexible Coupling;

[0052] 30 main bearing;

[0053] 40 tail bearings;

[0054] 50 metal baffle. Detailed Implementation

[0055] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0056] Many specific details are set forth in the following description in order to provide a full understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below.

[0057] Furthermore, it should be understood in the description of this application that the terms "upper," "lower," "top," "bottom," "inner," "outer," "axial," "radial," "circumferential," "lateral," and "longitudinal," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0058] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0059] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "an embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples.

[0060] Considering the increasingly higher demands from users for vehicle quality and component performance, as well as for overall comfort and noise reduction, and their growing sensitivity to noises generated when driving over bumpy roads or during steering changes, existing power steering systems using worm gear transmissions are prone to the following problems during long-term use due to the meshing backlash between the worm gear and worm: abnormal operating noise, especially when the worm rotates in both directions, the meshing backlash causes impacts between the worm gear and worm, generating noise; decreased transmission accuracy, as the backlash leads to discontinuous torque transmission, affecting the response speed of the power steering and the driving experience; and accelerated component wear, especially under various driving conditions such as left and right steering wheel operations and driving on bumpy roads, where frequent impacts accelerate the wear of the worm gear and worm, reducing system lifespan. Therefore, traditional solutions often eliminate the backlash by adjusting the assembly precision of the worm gear and worm or increasing the preload, but these solutions have the following limitations: extremely high assembly precision requirements, significantly increasing costs; excessive preload leads to increased frictional resistance, reducing transmission efficiency; and they cannot adapt to changes in backlash under dynamic loads.

[0061] Therefore, this application provides a power steering device and a vehicle. The power steering device reduces impact and vibration during transmission by respectively setting a first buffer and a second buffer at both ends of the worm gear, thereby improving the stability and service life of the steering system. For ease of explanation and understanding, the following content provided in this application is based on the illustrated product structure. Of course, those skilled in the art will understand that the above structure is only a specific example and illustrative illustration, and does not constitute a specific limitation on the technical solution provided in this application.

[0062] This embodiment relates to a power steering device. In its overall structure, it includes a reducer housing 1, a torque output component 2, and a worm gear transmission mechanism disposed within the reducer housing 1, comprising a worm 3 and a worm wheel 4. The first end 31 of the worm 3 is connected to the torque output component 2, and the second end 32 of the worm 3 is supported within the reducer housing 1 by a positioning component 5. A first buffer 6 is provided between the first end 31 and the torque output component 2, and a second buffer 7 is provided between the second end 32 and the positioning component 5. When the worm 3 rotates in a first direction, the first buffer 6 generates a first reaction force on the worm 3, which is opposite in direction to the force that drives the worm wheel 4 to rotate. When the worm 3 rotates in a second direction opposite to the first direction, the second buffer 7 generates a second reaction force on the worm 3, which is also opposite in direction to the force that drives the worm wheel 4 to rotate.

[0063] Based on the above overview, an exemplary structure of the steering assist device in this embodiment is as follows: Figures 1 to 10As shown in the diagram, the worm gear transmission mechanism mainly includes a worm 3 and a worm wheel 4 that are meshed together. The worm 3 is located on one side of the worm wheel 4, and a torque output component 2 is connected to the first end 31 of the worm 3. The torque output component 2 is mainly used to output torque to the worm 3. The worm gear transmission mechanism can reduce speed and increase torque, which is beneficial to improving the steering assist effect.

[0064] Working principle: When the vehicle rotates, the torque output component 2 receives the forward / reverse drive signal from the vehicle ECU and generates rotational torque. The torque output component 2 outputs the rotational torque to the worm 3, which transmits it to the worm wheel 4 and drives the output shaft 8 connected to the worm wheel 4 to rotate, generating steering assist. Since the worm wheel 4 is a helical gear, the direction of force on the worm 3 is different when the drive structure rotates forward / reverse (steering wheel turns left / right). When rotating forward, the worm 3 is subjected to radial pressure, and when rotating reverse, it is subjected to radial thrust. When switching between forward and reverse rotation, the direction of force on the worm 3 and the contact surface with the worm wheel 4 will change. At this time, due to the meshing clearance between the worm 3 and the worm wheel 4, impact noise is easily generated at the joint of the worm wheel 4 and worm 3.

[0065] Based on this, in this technical solution, a first buffer 6 and a second buffer 7 are respectively provided at the first end 31 (connecting to the torque output component 2) and the second end 32 (connecting to the positioning component 5) of the worm 3. The first buffer 6 and the second buffer 7 can form a dynamic reaction force compensation. When the worm 3 rotates, the first buffer 6 or the second buffer 7 generates a reaction force along the axial direction of the worm 3, absorbs the impact energy, and at least partially offsets the axial impact force caused by the meshing clearance, thereby suppressing the impact noise of the worm wheel 4 and the worm 3, and achieving the purpose of reducing or eliminating the noise.

[0066] Specifically, bidirectional dynamic buffering can be implemented: (See reference) Figure 5 and Figure 6 As shown, when the worm 3 rotates in the first direction (as indicated by arrow CW), the worm 3 is subjected to radial pressure (as shown by arrow F1 in the figure), and the tendency to run out is to press against the worm wheel 4. At this time, the tooth surface of the worm 3 facing the torque output component 2 is in contact with the worm wheel 4, and the first buffer component 6 generates the first reaction force. Figure 6 The middle arrow Fx) pushes the worm 3 in the opposite direction, and the reaction force of the worm 3 driving the worm wheel 4 to rotate is ( Figure 6 The middle arrow (Fy) indicates that the impact of the worm 3 on the worm wheel 4 is buffered, eliminating the axial impact force generated by the worm 3 on the worm wheel 4; (Reference) Figure 5 and Figure 7 As shown, when the worm 3 rotates in the second direction (as indicated by arrow CCW), the worm 3 is subjected to radial thrust (as shown by arrow F2 in the figure), and its tendency to jump away from the worm wheel 4 is to make contact with the worm wheel 4 on the side of the worm 3 away from the torque output component 2, thereby generating a second reaction force. Figure 7The middle arrow FX pushes the worm 3 in the opposite direction, and the reaction force of the worm 3 driving the worm wheel 4 to rotate is ( Figure 7 (Center arrow FY) eliminates the axial impact force generated by the worm 3 on the worm wheel 4.

[0067] In a preferred embodiment, the first buffer 6 and the second buffer 7 are preferably elastic structures, capable of generating elastic reaction forces to elastically absorb impact energy. Furthermore, the elastic deformation of the first buffer 6 and the second buffer 7 can dynamically adapt to gap changes under different operating conditions (such as different speeds and loads), forming an adaptive buffering effect. By setting the first buffer 6 and the second buffer 7, the impact force generated during transmission can be absorbed and buffered when the worm gear 3 rotates, reducing component wear, vibration, and noise, and improving the stability and service life of the steering system.

[0068] As a preferred embodiment of this application, such as Figure 2 , Figure 3 and Figure 8 As shown, the first end 31 is provided with a first receiving cavity 33, and the first buffer member 6 is stopped and restricted within the first receiving cavity 33 by the torque output member 2. During installation, the first buffer member 6 can be pre-installed into the first receiving cavity 33, and then the torque output member 2 can be directly or indirectly inserted into the first receiving cavity 33 to stop and restrict the first buffer member 6. The design of the first receiving cavity 33 allows the first buffer member 6 to be effectively restricted within the first end 31 of the worm gear 3, ensuring that the first buffer member 6 can stably exert its elastic buffering effect during transmission, avoiding transmission instability and affecting the elastic buffering effect due to displacement of the first buffer member 6.

[0069] Preferably, the first buffer 6 is a spring, and is arranged coaxially with the worm 3 within the first receiving cavity 33. Specifically, the first receiving cavity 33 can be located at the middle of the first end 31 of the worm 3 and extend along the axis of the worm 3. The inner diameter of the first receiving cavity 33 is equal to the outer diameter of the first buffer 6 (allowing for a certain error). After the first buffer 6 is installed in the first receiving cavity 33, its outer periphery abuts against the inner wall of the first receiving cavity 33. In this technical solution, the first buffer 6 is set as a spring and arranged coaxially with the worm 3. The first receiving cavity 33 constrains the radial displacement of the first buffer 6, ensuring that it is subjected to force along the axis of the worm 3, avoiding uneven loading, extending the life of the first buffer 6, and also ensuring that the first buffer 6 absorbs the impact force evenly when the worm 3 rotates in the first direction, further improving the smoothness of the transmission and the buffering effect. In other embodiments, the first buffer 6 can also be other suitable elastic structures, such as a rubber pad.

[0070] More preferably, the torque output component 2 stops the first buffer component 6 via a first elastic pin 9. One end of the first elastic pin 9 is connected to the torque output component 2, and the other end is inserted into the inside of the first buffer component 6. In this technical solution, connecting the torque output component 2 and the first buffer component 6 via the first elastic pin 9 ensures that the first buffer component 6 will not shift or fall off during the generation of reaction force. The insertion of the first elastic pin 9 into the inside of the first buffer component 6 forms a radial limit on the first buffer component 6, preventing the first buffer component 6 from undergoing irregular twisting. Regarding the connection method between the first elastic pin 9 and the torque output component 2, a connecting protrusion can be provided on the torque output component 2. The connecting protrusion is inserted into the first receiving cavity 33. The connecting protrusion and the first elastic pin 9 can be connected by insertion, screw, welding, etc., and are not limited here.

[0071] As a preferred embodiment of this application, such as Figure 2 , Figure 4 and Figure 8 As shown, the second end 32 is provided with a second receiving cavity 34, and the second buffer member 7 is stopped and restricted within the second receiving cavity 34 by the positioning member 5. During installation, the second buffer member 7 can be pre-installed into the second receiving cavity 34, and then the positioning member 5 is inserted into the first receiving cavity 33 to stop and restrict the second buffer member 7. The design of the second receiving cavity 34 allows the second buffer member 7 to be effectively restricted within the second end 32 of the worm gear 3, ensuring that the second buffer member 7 can stably exert its elastic buffering effect during transmission, avoiding transmission instability and affecting the elastic buffering effect due to displacement of the second buffer member 7.

[0072] Preferably, the second buffer 7 is a spring, and is arranged coaxially with the worm 3 within the second receiving cavity 34. Specifically, the second receiving cavity 34 can be located at the middle of the second end 32 of the worm 3 and extend along the axis of the worm 3. The inner diameter of the second receiving cavity 34 is equal to the outer diameter of the second buffer 7 (allowing for a certain error). After the second buffer 7 is installed in the second receiving cavity 34, its outer periphery abuts against the inner wall of the second receiving cavity 34. In this technical solution, by setting the second buffer 7 as a spring and arranging it coaxially with the worm 3, the second receiving cavity 34 constrains the radial displacement of the second buffer 7, ensuring that it is subjected to force along the axial direction of the worm 3, avoiding uneven loading, extending the life of the second buffer 7, and also ensuring that the second buffer 7 absorbs the impact force evenly when the worm 3 rotates in the second direction, further improving the smoothness of the transmission and the buffering effect. In other embodiments, the second buffer 7 can also be other suitable elastic structures, such as a rubber pad.

[0073] More preferably, such as Figure 4 and Figure 9As shown, the positioning member 5 stops the second buffer member 7 via the second elastic pin 10. The positioning member 5 has a positioning protrusion 51 that inserts into the second receiving cavity 34. One end of the second elastic pin 10 is connected to the positioning protrusion 51, and the other end is inserted into the inner side of the second buffer member 7. In this technical solution, the second elastic pin 10 and the second receiving cavity 34 cooperate to form a bidirectional constraint on the second buffer member 7, restricting the radial degree of freedom of the second buffer member 7, ensuring that the second buffer member 7 will not shift or fall off during the generation of reaction force, and also preventing the second buffer member 7 from undergoing irregular twisting. The connection between the second elastic pin 10 and the positioning protrusion 51 simplifies the assembly process and facilitates quick installation. Regarding the connection method between the second elastic pin 10 and the positioning protrusion 51, it can be a plug-in fit, screw fit, welding, etc., and is not limited here.

[0074] As a preferred embodiment of this application, such as Figure 1 and Figure 2 As shown, the torque output component 2 is a drive motor, and the first buffer component 6 is located between the first end 31 and the motor spindle 21 of the drive motor. The first end 31 is rotatably connected to the reducer housing 1 via the main bearing 30, and the second end 32 is rotatably connected to the positioning component 5 via the tail bearing 40. Preferably, the drive motor can be bolted to the reducer housing 1, and the motor spindle 21 can be connected to the first end 31 of the worm 3 via a flexible coupling 20. Changing the rotation direction of the drive motor can drive the worm wheel 4 to rotate forward and reverse through the worm 3, thereby providing steering assistance to the vehicle. Here, using a drive motor has advantages such as reducing vehicle fuel consumption, good self-centering performance, and ease of maintenance. In this technical solution, the connection between the drive motor and the worm 3 enables the worm 3 to rotate reliably, thereby driving the worm wheel 4 to rotate stably, providing smooth steering assistance, with good reliability, thus improving vehicle safety. The setting of the main bearing 30 and the tail bearing 40 can ensure the stability and smoothness of the worm 3 during rotation, reduce friction and wear, and improve transmission efficiency. The main bearing 30 and the tail bearing 40 can be axially positioned with the worm 3 through a limiting structure. For example, retaining rings can be sleeved on both sides of the main bearing 30 on the worm 3, and the retaining rings on both sides can axially limit the main bearing 30. In addition, retaining rings can be sleeved on both sides of the tail bearing 40 on the worm 3, and the retaining rings on both sides can axially limit the tail bearing 40.

[0075] More preferably, such as Figure 4 , Figure 9 and Figure 10As shown, the positioning component 5 includes an eccentric ring body 52, which has an adjustment protrusion 53 for adjustment. The eccentric ring body 52 has an inner eccentric ring 521 and an outer eccentric ring 522, which are eccentrically positioned. The inner eccentric ring 521 mates with the outer ring of the tail bearing, and the outer eccentric ring 522 mates with the inner wall surface of the reducer housing 1. Specifically, after the positioning component 5 is installed in the reducer housing 1, it can be press-fitted with the reducer housing 1 by a metal baffle 50, which stops and fixes the positioning component 5 in the reducer housing 1. In this technical solution, the positioning component 5 is provided with an eccentric ring body 52. ​​By rotating the eccentric ring body 52, the axial position of the worm 3 can be adjusted, thereby achieving adjustable meshing clearance between the two. The design of the adjusting protrusion 53 on the eccentric ring body 52 allows the positioning component 5 to be finely adjusted by adjusting the protrusion 53, ensuring that the meshing clearance between the worm 3 and the worm wheel 4 is in the optimal state, reducing noise and wear during transmission, and improving transmission accuracy and efficiency.

[0076] In addition, this embodiment also relates to a vehicle including a steering gear, which includes the steering assist device described above. Applying the steering assist device to the vehicle's steering gear can significantly improve the vehicle's steering performance and driving comfort, reduce shocks and vibrations during steering, and extend the service life of the steering system. The vehicle of this embodiment and the steering assist device described above have the same beneficial effects compared to the prior art, and will not be repeated here.

[0077] This embodiment provides a high-efficiency, stable, and low-noise steering assist device through the design of a worm gear transmission mechanism, a first buffer 6, and a second buffer 7. It is suitable for steering systems of various vehicles and can significantly improve steering performance and driving comfort.

[0078] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0079] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0080] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A power steering device, characterized in that, The device includes a reducer housing (1), a torque output component (2), and a worm gear transmission mechanism disposed within the reducer housing (1) and including a worm (3) and a worm wheel (4). The first end (31) of the worm (3) is connected to the torque output component (2) for transmission. The second end (32) of the worm (3) is supported within the reducer housing (1) by a positioning component (5). A first buffer component (6) is provided between the first end (31) and the torque output component (2), and a second buffer component (7) is provided between the second end (32) and the positioning component (5). When the worm (3) rotates in the first direction, the first buffer (6) generates a first reaction force on the worm (3), and the first reaction force is opposite in direction to the force that drives the worm wheel (4) to rotate; when the worm (3) rotates in the second direction opposite to the first direction, the second buffer (7) generates a second reaction force on the worm (3), and the second reaction force is opposite in direction to the force that drives the worm wheel (4) to rotate.

2. The power steering device according to claim 1, characterized in that, The first end (31) is provided with a first receiving cavity (33), and the first buffer (6) is stopped and restricted in the first receiving cavity (33) by the torque output member (2).

3. The power steering device according to claim 2, characterized in that, The first buffer (6) is a spring, and the first buffer (6) is arranged coaxially with the worm (3) in the first receiving cavity (33).

4. The power steering device according to claim 3, characterized in that, The torque output component (2) stops the first buffer component (6) through the first elastic pin (9). One end of the first elastic pin (9) is connected to the torque output component (2), and the other end is inserted into the inside of the first buffer component (6).

5. The power steering device according to claim 1, characterized in that, The second end (32) is provided with a second receiving cavity (34), and the second buffer (7) is stopped and restricted in the second receiving cavity (34) by the positioning member (5).

6. The power steering device according to claim 5, characterized in that, The second buffer (7) is a spring, and the second buffer (7) is arranged coaxially with the worm (3) in the second receiving cavity (34).

7. The power steering device according to claim 6, characterized in that, The positioning member (5) stops the second buffer member (7) by the second elastic pin (10). The positioning member (5) is provided with a positioning protrusion (51) that is inserted into the second receiving cavity (34). One end of the second elastic pin (10) is connected to the positioning protrusion (51), and the other end is inserted into the inside of the second buffer member (7).

8. The power steering device according to claim 1, characterized in that, The torque output component (2) is configured as a drive motor. The first buffer component (6) is located between the first end (31) and the motor spindle (21) of the drive motor. The first end (31) is rotatably connected to the reducer housing (1) through the main bearing (30). The second end (32) is rotatably connected to the positioning component (5) through the tail bearing (40).

9. The power steering device according to claim 8, characterized in that, The positioning component (5) includes an eccentric ring body (52), which has an adjustment protrusion (53) for adjustment. The eccentric ring body (52) has an inner eccentric ring (521) and an outer eccentric ring (522). The inner eccentric ring (521) and the outer eccentric ring (522) are eccentrically set. The inner eccentric ring (521) is engaged with the outer ring of the tail bearing (40), and the outer eccentric ring (522) is engaged with the inner wall surface of the reducer housing (1).

10. A vehicle, including a steering system, characterized in that, The steering system includes a steering assist device as described in any one of claims 1 to 9.

Images