Novel distributed rear wheel steering execution mechanism

Abstract

The utility model discloses a novel distributed rear wheel steering actuating mechanism, which relates to the field of automobile steer-by-wire, aims to solve the problems of poor flexibility, safety redundancy and unreasonable spatial layout of the existing steering system, and adopts the technical scheme that the novel distributed rear wheel steering actuating mechanism comprises a main shell and a tail shell, the main shell is further provided with a motor controller assembly, and the motor controller assembly drives the ball screw assembly through a belt and a belt wheel. One end of the ball screw assembly corresponds to the position of the angle sensor body, and the other end of the ball screw assembly protrudes out of the main shell and is connected with the yoke; the main shell is further provided with an anti-overturning mechanism for limiting the ball screw assembly, distributed backward rotation is adopted, compared with centralized backward rotation, the distributed backward rotation has the larger steering freedom degree, the rear wheels can be independently controlled, the motor directly controls the wheels, the response speed is higher, the space utilization rate is high, and the distributed backward rotation mechanism is suitable for more complex and extreme road conditions.

Description

Technical Field

[0001] This utility model relates to the field of automotive steer-by-wire technology, specifically a novel distributed rear-wheel steering actuator. Background Technology

[0002] With the rapid development of automotive intelligence, electrification, and autonomous driving technologies, the demands for vehicle dynamic control are becoming increasingly sophisticated and refined. Traditional hydraulic or rack-and-pinion steering systems, due to their large size, slow response, and inability to independently control wheel steering, are unable to meet the requirements of modern vehicles for steering flexibility, safety redundancy, and spatial layout. Rear wheel steering (RWS), as a core technology for improving vehicle handling performance, can significantly reduce the turning radius at low speeds (such as in urban parking scenarios) and enhance driving stability at high speeds by deflecting the rear wheels in the same direction (such as when changing lanes and overtaking). Utility Model Content

[0003] The technical problem to be solved by this utility model is to overcome the existing defects and provide a new type of distributed rear wheel steering actuator, which can effectively solve the problems in the background art.

[0004] To achieve the above objectives, this utility model discloses a novel distributed rear wheel steering actuator. The technical solution adopted is as follows: it includes a main housing and a tail housing. The main housing has an accommodating space, and the accommodating space has a ball screw assembly. The ball screw assembly is press-fitted onto the main housing by bearings.

[0005] The tail housing is mounted on the main housing, and the tail housing contains a belt, pulleys, and an angle sensor body;

[0006] The main housing is also provided with a motor controller assembly. The drive end of the motor controller assembly is located within the accommodating space, and the motor controller assembly drives the ball screw assembly through the belt and pulley.

[0007] One end of the ball screw assembly corresponds to the position of the angle sensor body, and the angle sensor body can sense the rotation angle of the ball screw assembly; the other end of the ball screw assembly protrudes from the main housing and is connected to the fork.

[0008] The main housing is also equipped with an anti-rollover mechanism that limits the movement of the ball screw assembly. It adopts distributed rear rotation, which has a greater degree of steering freedom compared to centralized rear rotation. The rear wheels can be controlled individually, the motor directly controls the wheels, the response speed is faster, and the space utilization is high, making it suitable for more complex and extreme road conditions.

[0009] As a preferred embodiment of the present invention, the ball screw assembly includes a screw, a screw nut, and a connecting shaft. The screw is engaged with the screw nut, and the screw is connected to the fork via the connecting shaft.

[0010] As a preferred embodiment of this utility model, the pulley includes a motor pulley and a lead screw pulley, which are respectively mounted on the motor controller assembly and the ball screw assembly, and are driven by the belt.

[0011] As a preferred technical solution of this utility model, a sensing ring is also provided between the angle sensor body and the ball screw assembly. The angle sensor is used for displacement conversion and sensing, which has higher accuracy and smaller space than the displacement sensor, and can improve the axial space utilization of the system.

[0012] In a preferred embodiment of this invention, the bearing is connected to the main housing via a locking stud, and the bearing is connected to the lead screw nut via a locking nut.

[0013] As a preferred embodiment of this utility model, a sliding bearing is further provided between the connecting shaft and the main housing; a protective sleeve is further provided between the main housing and the fork.

[0014] As a preferred embodiment of this utility model, the anti-rollover mechanism includes a limiting block, which is C-shaped. The connecting shaft has an installation plane that matches the limiting block. The limiting block is engaged with the installation plane. The main housing has a sliding groove for the limiting block to slide. The anti-rollover mechanism in this embodiment is simple, uses fewer parts, and has a cost advantage. When the limiting block slides, it is lubricated with grease, which improves NVH performance and occupies less space.

[0015] As a preferred embodiment of this utility model, a groove is provided on the facing surface of the limiting block and the main housing, and a lubricant is stored in the groove.

[0016] As a preferred technical solution of this utility model, the anti-rollover mechanism includes a mounting boss, a sealing cover, and a limiting block. The limiting block is C-shaped. The main housing has a mounting boss for mounting the limiting block. The mounting boss has a sealing cover for pressing the limiting block. A sealing ring is also provided between the sealing cover and the mounting boss. The connecting shaft has a groove adapted to the limiting block.

[0017] As a preferred technical solution of this utility model, a groove is provided on the facing surface of the limiting block and the connecting shaft, and a lubricant is stored in the groove. The lubricant is lubricating oil or grease.

[0018] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model adopts distributed rear steering, which has greater steering freedom than centralized rear steering. The rear wheels can be controlled individually, the motor directly controls the wheels, the response speed is faster, and the space utilization is high, making it suitable for more complex and extreme road conditions. This technical solution uses an angle sensor for displacement conversion and sensing, which has higher accuracy and smaller body space than displacement sensors, thus improving the axial space utilization of the system. The anti-rollover mechanism in this technical solution is simple, uses fewer parts, and has a cost advantage. When the limit block slides, grease lubrication is used, which improves NVH performance and occupies less space. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the first embodiment of the present utility model;

[0020] Figure 2 This is a front view of the first embodiment of the present invention;

[0021] Figure 3 This is a cross-sectional view of the first embodiment of the present invention;

[0022] Figure 4 This is a partial cross-sectional view of the first embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the anti-tumble mechanism of the first embodiment of this utility model;

[0024] Figure 6 This is a schematic diagram of the anti-tumble mechanism of the second embodiment of this utility model;

[0025] Figure 7 This is an exploded view of the second embodiment of the present invention.

[0026] In the diagram: 1. Angle sensor body; 2. Sensing ring; 3. Tail housing; 4. Motor pulley; 5. Belt; 6. Main housing; 7. Motor controller assembly; 8. Protective sleeve; 9. Fork; 10. Sliding bearing; 11. Connecting shaft; 12. Limit block; 13. Lead screw; 14. Bearing; 15. Locking stud; 16. Lead screw nut; 17. Lead screw pulley; 18. Sealing cover; 19. Sealing ring; 20. Mounting boss. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model. Example 1

[0028] like Figures 1 to 5 As shown, this utility model discloses a novel distributed rear wheel steering actuator. The technical solution adopted includes a main housing 6 and a tail housing 3. The main housing 6 is used to be installed on the vehicle frame and has an internal accommodating space. A ball screw assembly is installed in the accommodating space. The ball screw assembly is press-fitted onto the main housing 6 through a bearing 14. The bearing 14 is connected to the main housing 6 through a locking stud 15 and is connected to the screw nut 16 through a locking nut.

[0029] The ball screw assembly converts the rotational motion of the screw nut 16 into the linear motion of the screw 13. It includes the screw 13, the screw nut 16 and the connecting shaft 11. The screw nut 16 is engaged on the screw 13. A sliding bearing 10 is also provided between the connecting shaft 11 and the main housing 6.

[0030] The tail housing 3 is mounted on the main housing 6, and the tail housing 3 is provided with a belt 5, a pulley and an angle sensor body 1; an induction ring 2 is also provided between the angle sensor body 1 and the ball screw assembly.

[0031] The sensing ring 2 of the angle sensor body 1 is fixed on the lead screw pulley 17. The fixing method can be pressing, welding or gluing. The lead screw pulley 17 drives the sensing ring 2 to make a circular motion. The angle sensor body 1 and the sensing ring 2 convert the rotation angle into a displacement through the electromagnetic induction principle, so as to know the position of the lead screw 13 and thus obtain the turning angle of the rear wheel of the car. The angle sensor body 1 is fixed to the tail housing 3 through three fixing points.

[0032] The main housing 6 is also provided with a motor controller assembly 7. The drive end of the motor controller assembly 7 is located in the accommodating space, and the motor controller assembly 7 drives the ball screw assembly through the belt 5 and pulley. The motor controller assembly 7 is used to control the movement displacement and speed of the screw 13.

[0033] The pulleys include a motor pulley 4 and a ball screw pulley 17, which are respectively mounted on the motor controller assembly 7 and the ball screw assembly, and are driven by a belt 5.

[0034] One end of the ball screw assembly corresponds to the position of the angle sensor body 1, and the angle sensor body 1 can sense the rotation angle of the ball screw assembly.

[0035] Angle sensor body 1 is used to sense the rotation angle of lead screw 13, which is internally converted into the displacement of lead screw 13. The movement position of lead screw 13 is then transmitted to motor controller assembly 7 via CAN / CANFD communication to realize the control of wheel angle of the whole vehicle.

[0036] The other end of the ball screw assembly protrudes from the main housing 6 and is connected to the fork 9; the screw 13 is connected to the fork 9 via the connecting shaft 11; a protective sleeve 8 is also provided between the main housing 6 and the fork 9. The fork 9 is connected to the screw 13 via threads and the connecting shaft 11, and is connected to the steering knuckle arm via bolts to drive the wheel steering.

[0037] The main housing 6 is also equipped with an anti-rollover mechanism to limit the movement of the ball screw assembly.

[0038] The anti-rollover mechanism includes a limit block 12, which can limit the rotation of the lead screw 13, so that the lead screw nut 16 drives the lead screw 13 to move in a straight line. The limit block 12 is C-shaped, and the connecting shaft 11 has an installation plane that is adapted to the limit block 12. The limit block 12 is snapped into the installation plane, and the main housing 6 has a sliding groove for the limit block 12 to slide.

[0039] The limiting block 12 and the main housing 6 have a groove on their facing surfaces, and the groove contains lubricant.

[0040] The inner wall of the main housing 6 is machined into four planes; the limiting block 12 and the connecting shaft 11 are installed by interference fit (or fixed by bolts). The connecting shaft 11 has three mounting planes that fit with the three planes of the inner wall of the C-shaped limiting block 12. The inner wall of the space where the connecting shaft 11 is arranged in the main housing 6 is four planes, of which three planes fit with the three planes of the outer wall of the C-shaped limiting block 12. The three components are assembled to achieve the anti-rollover function of the connecting shaft 11. The three planes of the outer wall of the limiting block 12 are provided with grooves for storing lubricating oil, which cooperate with the main housing 6 to reduce the sliding friction of the system and improve the mechanical efficiency and NVH performance of the system.

[0041] The working principle of this utility model is as follows: The motor controller assembly 7 receives vehicle commands through CAN / CANFD communication and obtains the actual displacement of the lead screw 13 through the angle sensor body 1. The angle sensor body 1 is fixed to the tail housing 3 by bolts. The sensing ring 2 of the angle sensor body 1 is connected to the lead screw pulley 17 by press fitting (or welding, glue fitting). The rotation of the motor controller assembly 7 drives the motor pulley 4 to rotate. The motor pulley 4 is press-fitted onto the output shaft of the motor controller assembly 7 and drives the lead screw pulley 17 to rotate through the belt 5. The lead screw pulley 17 is press-fitted onto the lead screw nut 16 (or fixed to the lead screw nut 16 by bolts). One end of the lead screw nut 16 is supported by the bearing 14. The bearing 14 is fixed to the lead screw nut 16 by locking studs 15. On the main housing 6, a locking nut is fixed to the lead screw nut 16; the lead screw nut 16 and the lead screw pulley 17 rotate simultaneously, and the rotational motion of the lead screw nut 16 is converted into the linear motion of the lead screw 13 through the thread on the lead screw 13; the other end of the lead screw 13 is connected to the connecting shaft 11 by a thread, and the connecting shaft 11 is supported by a sliding bearing 10 fixed in the main housing 6; the limit block 12 is installed on the connecting shaft 11 by an interference fit (or fixed to the connecting shaft 11 by bolts); the main housing 6 and the tail housing 3 are fixedly connected by bolts; the lead screw 13 and the fork 9 are fixedly connected by bolts, and the fork 9 is connected to the vehicle arm by bolts, thereby converting the linear motion of the lead screw 13 into the rotation of the rear wheel, thus converting the required linear position of the lead screw 13 into the required rear wheel angle. Example 2

[0042] In Example 1, there may be difficulties in machining the inner wall of the main housing 6. To facilitate the machining of the main housing 6, therefore, as follows: Figure 6 and Figure 7 As shown;

[0043] The anti-rollover mechanism includes a mounting boss 20, a sealing cover 18, and a limiting block 12. The limiting block 12 is C-shaped. The main housing 6 has a mounting boss 20 for mounting the limiting block 12. The mounting boss 20 has a sealing cover 18 for pressing the limiting block 12. A sealing ring 19 is also provided between the sealing cover 18 and the mounting boss 20. The connecting shaft 11 has a groove that matches the limiting block 12.

[0044] The limiting block 12 and the connecting shaft 11 have a groove on their facing surfaces, and the groove contains lubricant.

[0045] The main housing 6 is provided with a mounting boss 20 for mounting the limiting block 12. The limiting block 12 is placed in the mounting boss 20 of the main housing 6 with clearance fit. The connecting shaft 11 is provided with three grooves that fit with the three planes of the inner wall of the C-shaped limiting block 12. After the limiting block 12 is installed, it is pre-tightened by the sealing ring 19 (or by the O-ring, rubber pad, or spring), and then pressed and sealed by the sealing cover 18. The three components are assembled to achieve the anti-rollover function of the connecting shaft 11. The three planes of the inner wall of the limiting block 12 are provided with grooves for storing lubricating oil, which cooperate with the connecting shaft 11 to reduce the sliding friction of the system and improve the mechanical efficiency and NVH performance of the system.

[0046] The circuits and mechanical connections involved in this utility model are common practices used by those skilled in the art, and technical inspiration can be obtained through a limited number of experiments. They are common knowledge.

[0047] Components not described in detail in this article are existing technologies.

[0048] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A novel distributed rear-wheel steering actuator, characterized in that: It includes a main housing (6) and a tail housing (3). The main housing (6) has an accommodating space, and a ball screw assembly is provided in the accommodating space. The ball screw assembly is press-fitted onto the main housing (6) by a bearing (14). The tail housing (3) is mounted on the main housing (6), and the tail housing (3) is provided with a belt (5), a pulley and an angle sensor body (1). The main housing (6) is also provided with a motor controller assembly (7), the drive end of the motor controller assembly (7) is located in the accommodating space, and the motor controller assembly (7) drives the ball screw assembly through the belt (5) and pulley; One end of the ball screw assembly corresponds to the position of the angle sensor body (1), and the angle sensor body (1) can sense the rotation angle of the ball screw assembly; the other end of the ball screw assembly protrudes from the main housing (6) and is connected to the fork (9). The main housing (6) is also provided with an anti-rollover mechanism to limit the movement of the ball screw assembly.

2. The novel distributed rear-wheel steering actuator according to claim 1, characterized in that: The ball screw assembly includes a screw (13), a screw nut (16), and a connecting shaft (11). The screw (13) is engaged with the screw nut (16), and the screw (13) is connected to the fork (9) through the connecting shaft (11).

3. A novel distributed rear-wheel steering actuator according to claim 1 or 2, characterized in that: The pulleys include a motor pulley (4) and a lead screw pulley (17). The motor pulley (4) and the lead screw pulley (17) are respectively mounted on the motor controller assembly (7) and the ball screw assembly, and the motor pulley (4) and the lead screw pulley (17) are driven by the belt (5).

4. A novel distributed rear-wheel steering actuator according to claim 1 or 2, characterized in that: A sensing ring (2) is also provided between the angle sensor body (1) and the ball screw assembly.

5. A novel distributed rear-wheel steering actuator according to claim 2, characterized in that: The bearing (14) is connected to the main housing (6) by a locking stud (15), and the bearing (14) is connected to the lead screw nut (16) by a locking nut.

6. A novel distributed rear-wheel steering actuator according to claim 2, characterized in that: A sliding bearing (10) is also provided between the connecting shaft (11) and the main housing (6); a protective sleeve (8) is also provided between the main housing (6) and the fork (9).

7. A novel distributed rear-wheel steering actuator according to claim 2, characterized in that: The anti-rollover mechanism includes a limiting block (12), which is C-shaped. The connecting shaft (11) has an installation plane that is compatible with the limiting block (12). The limiting block (12) is engaged with the installation plane. The main housing (6) has a sliding groove for the limiting block (12) to slide.

8. A novel distributed rear-wheel steering actuator according to claim 7, characterized in that: The limiting block (12) and the main housing (6) have a groove on their facing surfaces, and the groove contains a lubricant.

9. A novel distributed rear-wheel steering actuator according to claim 2, characterized in that: The anti-rollover mechanism includes a mounting boss (20), a sealing cover (18), and a limiting block (12). The limiting block (12) is C-shaped. The main housing (6) is provided with a mounting boss (20) for mounting the limiting block (12). The mounting boss (20) is provided with the sealing cover (18) for pressing the limiting block (12). A sealing ring (19) is also provided between the sealing cover (18) and the mounting boss (20). The connecting shaft (11) is provided with a groove that is compatible with the limiting block (12).

10. A novel distributed rear-wheel steering actuator according to claim 9, characterized in that: The limiting block (12) and the connecting shaft (11) have a groove on their opposing surfaces, and the groove contains a lubricant.

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