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

Abstract

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

Description

Technical Field

[0001] This utility model relates to the field of vehicle-mounted human-computer interaction equipment technology, specifically to a vehicle-mounted dual-degree-of-freedom screen driving mechanism. Background Technology

[0002] As automotive intelligence continues to advance, the role of in-vehicle screens in human-computer interaction is becoming increasingly crucial. In the past, traditional in-vehicle screens had relatively limited functions, often only able to display information at a fixed angle. This limitation made them unable to meet the increasingly diverse practical needs of users.

[0003] Specifically, in various driving scenarios, both drivers and passengers may need to adjust the position and angle of the screen. For example, during long-distance driving, drivers may want to slightly lower the screen angle to view navigation information more clearly; while rear passengers may need to tilt the screen back at a certain angle to obtain a more ideal viewing experience when they want to operate the screen to watch entertainment content.

[0004] However, existing screen driving mechanisms on the market generally suffer from a series of problems. On the one hand, their structural design is relatively complex, requiring significant space within the vehicle and increasing the difficulty of manufacturing and maintenance. On the other hand, these driving mechanisms struggle to achieve precise two-degree-of-freedom control when adjusting the screen angle, significantly reducing the accuracy of screen adjustments. Furthermore, traditional transmission methods are prone to generating noise during operation. In today's pursuit of an ultimate driving experience, in-car quietness has become a crucial indicator of vehicle quality, and this noise undoubtedly disrupts the quiet environment, severely impacting the user's overall experience. Therefore, these issues urgently need to be addressed for users seeking a high-quality driving experience. Utility Model Content

[0005] In view of this, the present invention provides a vehicle-mounted dual-degree-of-freedom screen driving mechanism to solve the shortcomings of existing vehicle-mounted screen driving mechanisms in terms of spatial adaptability, motion control precision, and noise reduction performance, so as to realize the flexible movement of the screen in two degrees of freedom and improve the experience of vehicle-mounted human-computer interaction.

[0006] The objective of this utility model is achieved through the following technical solution:

[0007] A vehicle-mounted dual-degree-of-freedom screen driving mechanism includes a frame with a slide groove, a screen support frame for supporting the screen, a translation drive module, and a rotation drive module. The translation drive module includes two sets of translation units, a first cable, and a first drive unit. The two sets of translation units are symmetrically fixed to both sides of the screen support frame. Each set of translation units is connected to a first drive block that slides in the slide groove via a pivot point. The first cable connects the two first drive blocks and the first drive unit drives the first cable. The rotation drive module includes two sets of rotation units, a second cable, and a second drive unit. The two sets of rotation units are symmetrically hinged to both sides of the screen support frame. Each set of rotation units is connected to a second drive block that slides in the slide groove via a linkage mechanism. The second cable connects the two second drive blocks and the second drive unit drives the second cable. The translation drive module and the rotation drive module share the slide groove. When the first drive unit and the second drive unit drive synchronously, the screen support frame translates along the slide groove. When they drive at different speeds, the second drive block and the first drive block form a displacement difference, forcing the screen support frame to rotate around the pivot point of the translation unit through the linkage mechanism.

[0008] This innovative solution represents a breakthrough technological upgrade in the field of in-vehicle human-machine interaction, with significantly improved system architecture innovation and functional integration compared to traditional products. From a mechanical transmission design perspective, the solution creatively couples the translational guide mechanism and the rotary actuator in space by constructing a composite motion control system: two independently driven cable systems share a precision sliding guide rail, achieving both a compact layout of the power transmission path and precise decoupling of the two degrees of freedom motion through a differential control algorithm. This driving mode allows the screen component to smoothly displace along the guide rail axis and perform multi-angle flipping movements at any stationary position. Its programmable motion trajectory creates more diverse human-machine interaction possibilities for the in-vehicle intelligent cockpit.

[0009] In terms of spatial adaptability, this mechanism breaks through the positioning limitations of traditional linear guides and innovatively adopts full-domain dynamic locking technology. Based on elastic preload compensation, the cable transmission system, in conjunction with high-precision position sensors, can perceive the instantaneous displacement of the drive block in real time, achieving millimeter-level positioning accuracy through a closed-loop control system. This technological breakthrough frees the display screen from the spatial constraints of preset fixed positions, allowing users to freely choose the screen's unfolding position within the effective travel range of the slide according to their driving and riding needs, significantly improving the flexibility of the vehicle's interior space layout.

[0010] The optimization of the transmission system's noise reduction performance is reflected in three technological innovations: First, flexible steel cables replace traditional gear meshing transmissions, fundamentally eliminating backlash vibration noise; second, high-polymer damping bushings are integrated into the guide mechanism to absorb the impact energy of moving pairs through damping effects; and finally, a dual-redundant tension adjustment device is used to ensure that the cable system maintains optimal tension under temperature variations. This multi-dimensional noise reduction design enables the mechanism's operating sound pressure level to meet cabin quietness standards, making it particularly suitable for luxury vehicles with stringent NVH performance requirements.

[0011] This integrated drive mechanism achieves a significant increase in functional density through modular design, and its compact structure can be adapted to the dashboard space of vehicles with different wheelbases. The intelligent control unit supports the CAN bus communication protocol, which can be seamlessly integrated into the vehicle's electronic architecture. Together with the pressure-sensitive touch screen, it forms a complete intelligent surface solution, providing key technical support for the innovation of the interaction mode of the next-generation intelligent cockpit.

[0012] Preferably, the translation unit includes a fixing member that is fixedly connected to the screen support frame, and the fixing member is pivotally connected to the first drive block through a first rotating shaft to form the pivot point.

[0013] The combination of the fixing component and the first rotating shaft forms a highly reliable pivot structure. The rigidly connected fixing component effectively transmits the driving torque, while the rotational degree of freedom of the first rotating shaft compensates for minor deviations during movement. This design adopts a double-sided symmetrical arrangement, which balances the force distribution of the screen support frame and avoids the off-center loading phenomenon that may occur with unilateral drive. The low friction characteristics of the pivot point ensure smooth movement during long-term use, while the modular design facilitates quick disassembly and replacement during maintenance. In addition, this pivot structure defines the instantaneous center of rotational motion through geometric constraints, providing a precise mechanical fulcrum for subsequent rotational drive. A first rotating shaft roller is sleeved on the first rotating shaft, and a second cable is wound around the first rotating shaft roller.

[0014] Preferably, the linkage mechanism includes a connecting rod with one end hinged to the screen support frame, and a rotating component connecting the connecting rod and the second drive block.

[0015] The combination of linkage and rotating components achieves efficient force transmission and conversion. The linkage mechanism converts the linear motion of the second drive block into the rotational motion of the screen support frame through geometric constraints. Its kinematic characteristics precisely match the displacement difference requirements of differential drive. The introduction of the rotating component effectively solves the interference problem in multi-degree-of-freedom motion. This linkage mechanism has a force amplification effect, enabling large-angle rotation with a small stroke, making it particularly suitable for applications with limited vehicle space. The optimized link length ratio design ensures torque balance during rotation, avoiding dead-point positions.

[0016] Preferably, the connecting rod is hinged to the screen support frame via a second pivot, the connecting rod is hinged to the rotating component via a third pivot, and the rotating component is pivotally connected to the second drive block via a fourth pivot.

[0017] The multi-axis system constructs a complete system of motion degrees of freedom. Each axis provides a rotational degree of freedom reference for the screen support frame, and its axial stiffness design balances load-bearing requirements and rotational flexibility. The spatial layout between the axes has been optimized through kinematic simulation to ensure that the motion trajectories of each component do not interfere with each other, and the precision-machined shaft system tolerances ensure the maintenance of motion accuracy during long-term use. A fourth axis roller is sleeved on the fourth axis, and the first cable is wound around the fourth axis roller.

[0018] Preferably, both the first drive unit and the second drive unit include a drive motor, a worm driven by the drive motor, a worm wheel meshing with the worm, and a winding reel that rotates synchronously with the worm wheel, wherein the first cable and the second cable are respectively wound on the corresponding winding reels.

[0019] The worm gear drive system provides high-precision power output. The self-locking characteristic of the worm gear effectively prevents screen position drift under vibration, while the large reduction ratio design achieves high torque output. The constant velocity groove design of the winding reel ensures the linearity of cable winding and unwinding, and its surface hardening treatment enhances wear resistance. The modular design of the drive unit facilitates independent maintenance, and the synchronous connection structure between the worm gear and the winding reel, through keyway engagement, ensures lag-free power transmission. This transmission system is specially designed with a backlash compensation mechanism to eliminate the backlash error inherent in traditional worm gear drives.

[0020] Preferably, the worm gear is connected to the drive motor via multiple couplings, and shock-absorbing silicone pads are provided between the couplings.

[0021] The flexible coupling system significantly improves the environmental adaptability and operational smoothness of the drive system through innovative structural design. The vibration-damping silicone pads, relying on their viscoelastic properties, not only efficiently absorb impact loads during motor start-up and shutdown, preventing instantaneous overload on the worm gear transmission pair, but also simultaneously suppress mechanical resonance caused by motor vibration and axial movement through precisely matched damping characteristics, achieving a directional conversion of vibration energy into heat energy. The series topology of the multi-stage coupling creatively constructs multiple vibration isolation barriers, effectively blocking the transmission of high-frequency motor vibration to the mechanical actuator while also compensating for axial / radial installation misalignments. The system specifically optimizes the energy dissipation characteristics of the silicone material for automotive applications, achieving optimal synergy between the dynamic stiffness and damping coefficient of the elastic element through directional control of the molecular chain structure, ensuring optimal vibration attenuation while maintaining torque transmission stability. The coupling housing employs a multi-layer labyrinth seal design, combined with an oil-resistant composite coating, forming comprehensive protection for the core components of the transmission system, significantly enhancing the long-term operational reliability of the mechanism in complex automotive environments.

[0022] Preferably, the worm gear is connected to the winding reel via a worm gear shaft, and a rotation damping assembly is provided between the worm gear shaft, the worm gear, and the winding reel. The rotation damping assembly includes a friction plate and a bushing assembly.

[0023] The rotary damping system enables precise control of the motion process. The friction plates employ a gradient friction material composite structure, with their dynamic and static friction coefficients precisely matched to ensure both drive response sensitivity and prevent inertial overshoot. The multi-layer sealing structure of the bushing assembly effectively prevents grease leakage while maintaining a stable friction interface environment. The adjustable preload mechanism allows for dynamic adjustment of the damping torque according to operating conditions, adapting to the inertial characteristics of different screen sizes. This damping system, combined with the self-locking characteristics of the worm gear drive, provides dual protection, ensuring the screen's ability to maintain its position in any posture.

[0024] Preferably, an elastic buffer pad is provided between the connecting rod and the screen support frame.

[0025] The elastic cushioning system significantly improves the dynamic performance of the mechanism. The cushioning pad, made of polymer elastomer material, absorbs impact energy at the end of motion through viscoelastic deformation, reducing mechanical noise and extending component life. Its nonlinear stiffness characteristics achieve a soft landing effect, providing progressive damping before extreme positions. The honeycomb structure design of the cushioning pad maximizes energy absorption efficiency within a limited space while maintaining radial load-bearing capacity. The component also features temperature compensation; its modulus variation characteristics offset the impact of ambient temperature fluctuations on cushioning performance.

[0026] Preferably, the extension direction of the groove is parallel to the arrangement axis of the first cable and the second cable.

[0027] The coaxial layout design optimizes the system's force transmission efficiency. The parallel arrangement of the slide and cable axes eliminates additional torques during motion and reduces lateral loads on the guiding mechanism. This spatial layout ensures that the line of action of the driving force always passes through the system's center of mass, effectively suppressing vibrations during motion. A unified directional reference simplifies coordinate transformations in the control algorithm and improves the coordinated accuracy of multi-degree-of-freedom motion. This design also facilitates modular expansion, reserving structural space for future additions of degrees of freedom.

[0028] Preferably, the first cable and the second cable each include at least one main drive cable and at least one auxiliary positioning cable, wherein the two ends of the main drive cable are respectively connected to the corresponding two-sided first drive block or second drive block, and the middle section is wound around the corresponding winding wheel, and the two ends of the auxiliary positioning cable are respectively connected to the corresponding two-sided first drive block or second drive block, and the middle section is extended in a tensioned state.

[0029] The main drive cable, as the core component for power transmission, achieves linear motion of the drive block by winding around a reel and undertakes the main task of traction force transmission. Its design, connecting to the drive block at both ends, ensures efficient power transmission. The auxiliary positioning cable extends in a tensioned state, primarily responsible for positioning and stabilization. Its tension effectively suppresses system vibration and displacement, preventing structural deformation caused by dynamic loads. The main and auxiliary drive cables form a dual-load-bearing system; if the main drive cable fails partially, the auxiliary drive cable can still provide basic support, significantly improving the overall reliability of the system.

[0030] Preferably, a limiting block is provided in the slide groove, and a position sensor is installed on the limiting block.

[0031] The intelligent limit system enables precise management of the motion range. Non-contact position sensors detect the position of the drive block using magnetic fields or photoelectric principles, and their redundant signal acquisition design ensures reliable detection. The progressive buffer layer of the limit block absorbs impact energy in stages, and combined with the sensor's pre-alarm function, provides both hardware and software protection. The system's adaptive learning function records usage habits and automatically optimizes motion parameters. The anti-false triggering design filters transient interference signals through logical judgment, ensuring the accuracy of the control system's decisions.

[0032] The first cable is deflected by the first roller, ultimately forming a circular U-shaped layout; the second cable is deflected by the second roller, ultimately forming a circular U-shaped layout. The first and second rollers are mounted on the same roller shaft, with wear-resistant pads placed between them.

[0033] Preferably, the drive motor is controlled by an integrated control circuit board for start-stop and steering.

[0034] The integrated control system achieves precise motion coordination. An FPGA-based hardware logic controller ensures microsecond-level synchronization accuracy between the two drive units, and its motion planning algorithm can solve the coupling relationship between translation and rotation in real time. The motor control circuit driven by the intelligent power module (IPM) features multiple overcurrent and overtemperature protection functions, and the pulse width modulation (PWM) strategy optimizes energy efficiency. The system integrates a CAN bus interface, enabling seamless connection with the vehicle network and supporting the invocation of various preset scene modes. The fault self-diagnosis system achieves component-level fault location through characteristic frequency analysis, significantly improving maintenance efficiency.

[0035] The advantages of this utility model compared to the prior art are:

[0036] This in-vehicle dual-degree-of-freedom screen drive mechanism achieves a breakthrough in both space and function through innovative mechanical transmission design. Its core advantages are reflected in the following three aspects:

[0037] Enhanced interactive experience through composite motion modes: Compared to traditional single-degree-of-freedom drive solutions, this mechanism employs a coordinated translation and rotation control strategy, enabling the screen support frame to simultaneously complete a flipping motion during sliding. This multi-dimensional dynamic adjustment mechanism not only breaks through the interaction limitations of a single motion mode but also imbues the cockpit space with a stronger sense of technological immersion through biomimetic mechanical logic.

[0038] Omnidirectional positioning solves the space adaptation problem: Through the combination of a modular sliding track structure and a differential drive system, the screen can be freely positioned and flipped within the sliding track's travel range. This design eliminates the dependence of traditional flipping mechanisms on fixed fulcrums, allowing the display screen to unfold at any position according to the cockpit layout requirements, significantly improving the flexibility of space utilization and ergonomics.

[0039] Flexible transmission optimizes acoustic performance: An innovative cable drive replaces the traditional gear rack or lead screw mechanism. Through the synergistic effect of tension compensation structure and elastic damping components, vibration harmonics during motion transmission are effectively reduced. This transmission method ensures positioning accuracy while reducing mechanical noise to frequencies beyond the human ear's sensitivity range, creating a more refined in-vehicle acoustic environment. Attached Figure Description

[0040] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a front view of an embodiment of the vehicle-mounted dual-degree-of-freedom screen driving mechanism of this utility model.

[0042] Figure 2 for Figure 1 Cross-sectional view of region AA in the middle.

[0043] Figure 3 for Figure 1 Cross-sectional view of the BB region.

[0044] Figure 4 for Figure 2 A magnified view of region C in the middle.

[0045] Figure 5 for Figure 2 A magnified view of region D in the middle.

[0046] Figure 6 for Figure 2 A magnified view of region E in the middle.

[0047] Figure 7for Figure 1 A magnified view of region F in the middle.

[0048] Figure 8 for Figure 3 A magnified view of region G in the middle.

[0049] Figure 9 for Figure 3 A magnified view of region H in the middle.

[0050] Figure 10 This is a three-dimensional structural diagram of a vehicle-mounted dual-degree-of-freedom screen driving mechanism according to an embodiment of the present invention.

[0051] Figure 11 This is a three-dimensional structural diagram of a vehicle-mounted dual-degree-of-freedom screen driving mechanism according to another embodiment of the present invention.

[0052] Figure 12 for Figure 11 A magnified view of region I in the middle.

[0053] Figure 13 for Figure 11 A magnified view of region J in the middle.

[0054] Labeling Explanation: Frame (1), Slide (11), Limiting Block (111), Position Sensor (1111), Screen Support Frame (2), Translation Drive Module (3), Translation Unit (31), First Drive Block (312), Fixing Component (313), First Rotating Shaft (314), First Rotating Shaft Roller (3141), First Cable (32), First Roller (321), Roller Shaft (322), Wear-resistant Pad (323), First Drive Unit (33), Drive Motor (331), Worm Gear (332), Coupling (3321), Shock-absorbing Silicone Pad (3322), Worm Gear (333) Worm gear shaft (3331), rotation damping assembly (3332), friction plate (33321), bushing assembly (33322), winding wheel (334), rotation drive module (4), rotation unit (41), linkage mechanism (42), connecting rod (421), elastic buffer pad (4211), rotating part (422), second shaft (423), third shaft (424), fourth shaft (425), fourth shaft roller (4251), second drive block (43), second cable (44), second roller (441), second drive unit (45), integrated control circuit board (5). Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0056] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0057] It should be noted that similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In the description of the embodiments of this application, it should be understood that the terms "upper," "lower," "left," "right," "vertical," "horizontal," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the figures, or the orientation or positional relationship commonly used when the product of this application is in use, or the orientation or positional relationship commonly understood by those skilled in the art. 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] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0059] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0060] This embodiment provides a vehicle-mounted dual-degree-of-freedom screen driving mechanism, including a frame 1 with a slide groove 11, a screen support frame 2 for supporting the screen, a translation drive module 3, and a rotation drive module 4. The translation drive module 3 includes two sets of translation units 31, a first cable 32, and a first drive unit 33. The two sets of translation units 31 are symmetrically fixed to both sides of the screen support frame 2. Each set of translation units 31 is connected to a first drive block 312 that slides in the slide groove 11 via a pivot point. The first cable 32 connects the two first drive blocks 312 and the first drive unit 33 drives the first cable 32. The rotation drive module 4 includes two sets of rotation units 41, a second cable 44, and a second drive unit 43. Unit 45, two sets of rotating units 41 are symmetrically hinged to both sides of the screen support frame 2. Each set of rotating units 41 is connected to the second drive block 43 that slides in the slide groove 11 through the linkage mechanism 42. The second cable 44 connects the two second drive blocks 43 and the second drive unit 45 drives the second cable 44. The translation drive module 3 and the rotation drive module 4 share the slide groove 11. When the first drive unit 33 and the second drive unit 45 drive synchronously, the screen support frame 2 translates along the slide groove 11. When the two drive at different speeds, the second drive block 43 and the first drive block 312 form a displacement difference, which forces the screen support frame 2 to rotate around the pivot point of the translation unit 31 through the linkage mechanism 42.

[0061] This innovative solution represents a breakthrough technological upgrade in the field of in-vehicle human-machine interaction, with significantly improved system architecture innovation and functional integration compared to traditional products. From a mechanical transmission design perspective, the solution creatively couples the translational guide mechanism and the rotary actuator through a composite motion control system: two independently driven cable systems share a precision slide rail 11, achieving both a compact layout of the power transmission path and precise decoupling of the two degrees of freedom of motion via a differential control algorithm. This driving mode allows the screen component to smoothly displace along the guide rail axis and perform multi-angle flipping movements at any stationary position. Its programmable motion trajectory creates more diverse human-machine interaction possibilities for the in-vehicle intelligent cockpit.

[0062] In terms of spatial adaptability, this mechanism breaks through the positioning limitations of traditional linear guides and innovatively adopts full-domain dynamic locking technology. Based on elastic preload compensation, the cable transmission system, in conjunction with a high-precision position sensor 1111, can sense the instantaneous displacement of the drive block in real time, achieving millimeter-level positioning accuracy through a closed-loop control system. This technological breakthrough frees the display screen from the spatial constraints of preset fixed positions, allowing users to freely choose the screen's unfolding position within the effective travel range of the slide 11 according to their driving and riding needs, significantly improving the flexibility of the vehicle's interior space layout.

[0063] The optimization of the transmission system's noise reduction performance is reflected in three technological innovations: First, flexible steel cables replace traditional gear meshing transmissions, fundamentally eliminating backlash vibration noise; second, high-polymer damping bushings are integrated into the guide mechanism to absorb the impact energy of moving pairs through damping effects; and finally, a dual-redundant tension adjustment device is used to ensure that the cable system maintains optimal tension under temperature variations. This multi-dimensional noise reduction design enables the mechanism's operating sound pressure level to meet cabin quietness standards, making it particularly suitable for luxury vehicles with stringent NVH performance requirements.

[0064] This integrated drive mechanism achieves a significant increase in functional density through modular design, and its compact structure can be adapted to the dashboard space of vehicles with different wheelbases. The intelligent control unit supports the CAN bus communication protocol, which can be seamlessly integrated into the vehicle's electronic architecture. Together with the pressure-sensitive touch screen, it forms a complete intelligent surface solution, providing key technical support for the innovation of the interaction mode of the next-generation intelligent cockpit.

[0065] In this embodiment, the translation unit 31 includes a fixing member 313 that is fixedly connected to the screen support frame 2. The fixing member 313 is pivotally connected to the first drive block 312 through the first rotating shaft 314 to form a pivot point.

[0066] The combination of the fixing member 313 and the first rotating shaft 314 forms a highly reliable pivot structure. The rigidly connected fixing member 313 can effectively transmit the driving torque, while the rotational degree of freedom of the first rotating shaft 314 compensates for minor deviations during the movement. This design adopts a double-sided symmetrical arrangement, which not only balances the force distribution of the screen support frame 2, but also avoids the off-center load phenomenon that may occur from unilateral drive. The low friction characteristics of the pivot point ensure smooth movement during long-term use, while the modular design facilitates quick disassembly and replacement during maintenance. In addition, the pivot structure defines the instantaneous center of rotational motion through geometric constraints, providing a precise mechanical fulcrum for subsequent rotational drive. A first rotating shaft roller 3141 is sleeved on the first rotating shaft 314, and a second cable 44 is wound around the first rotating shaft roller 3141.

[0067] In this embodiment, the linkage mechanism 42 includes a connecting rod 421 with one end hinged to the screen support frame 2, and a rotating component 422 connecting the connecting rod 421 and the second drive block 43.

[0068] The combination of linkage 421 and rotating component 422 achieves efficient force transmission and conversion. Linkage 421 converts the linear motion of the second drive block 43 into the rotational motion of the screen support frame 2 through geometric constraints. Its kinematic characteristics precisely match the displacement difference requirements of differential drive. The introduction of rotating component 422 effectively solves the interference problem in multi-degree-of-freedom motion. This linkage mechanism 42 has a force amplification effect, enabling large-angle rotation with a small stroke drive, making it particularly suitable for applications with limited vehicle space. The optimized link length ratio design ensures torque balance during rotation, avoiding dead-point positions.

[0069] In this embodiment, the connecting rod 421 is hinged to the screen support frame 2 via the second pivot 423, the connecting rod 421 is hinged to the rotating member 422 via the third pivot 424, and the rotating member 422 is pivotally connected to the second drive block 43 via the fourth pivot 425.

[0070] The multi-axis system constructs a complete system of motion degrees of freedom. Each axis provides a rotational degree of freedom reference for the screen support frame 2, and its axial stiffness design balances load-bearing requirements and rotational flexibility. The spatial layout between the axes has been optimized through kinematic simulation to ensure that the motion trajectories of each component do not interfere with each other, and the precision-machined shaft system tolerances ensure the maintenance of motion accuracy during long-term use. A fourth axis roller 4251 is sleeved on the fourth axis 425, and the first cable 32 is wound around the fourth axis roller 4251.

[0071] In this embodiment, both the first drive unit 33 and the second drive unit 45 include a drive motor 331, a worm gear 332 driven by the drive motor 331, a worm wheel 333 meshing with the worm gear 332, and a winding reel 334 rotating synchronously with the worm wheel 333. The first cable 32 and the second cable 44 are respectively wound around the corresponding winding reel 334.

[0072] The worm gear 333 and worm 332 transmission system provides high-precision power output. The self-locking characteristic of the worm gear 332 transmission effectively prevents screen position drift under vibration, while the large reduction ratio design achieves high torque output. The constant velocity groove design of the winding reel 334 ensures the linearity of cable winding and unwinding, and its surface hardening treatment enhances wear resistance. The modular design of the drive unit facilitates independent maintenance, and the synchronous connection structure between the worm gear 333 and the winding reel 334, through keyway mating, ensures lag-free power transmission. This transmission system is specially designed with a backlash compensation mechanism to eliminate the backlash error of traditional worm gear drives.

[0073] In this embodiment, the worm gear 332 is connected to the drive motor 331 through multiple couplings 3321, and shock-absorbing silicone pads 3322 are provided between the couplings 3321.

[0074] The flexible coupling system significantly improves the environmental adaptability and operational smoothness of the drive system through innovative structural design. The vibration-damping silicone pad 3322, leveraging its viscoelastic properties, not only efficiently absorbs impact loads during motor start-up and shutdown, preventing instantaneous overload on the worm gear 332 transmission pair, but also synchronously suppresses mechanical resonance caused by motor vibration and axial movement through precisely matched damping characteristics, achieving a directional conversion of vibration energy into heat energy. The series topology of the multi-stage coupling 3321 creatively constructs multiple vibration isolation barriers, effectively blocking the transmission of high-frequency motor vibration to the mechanical actuator while also compensating for axial / radial installation misalignments. This system specifically optimizes the energy dissipation characteristics of the silicone material for automotive applications, achieving optimal synergy between the dynamic stiffness and damping coefficient of the elastic element through directional control of the molecular chain structure, ensuring optimal vibration attenuation while maintaining torque transmission stability. The coupling 3321 housing employs a multi-layer labyrinth seal design, combined with an oil-resistant composite coating, providing comprehensive protection for the core components of the transmission system and significantly enhancing the long-term operational reliability of the mechanism in complex automotive environments.

[0075] In this embodiment, the worm gear 333 is connected to the winding reel 334 via the worm gear shaft 3331. A rotation damping assembly 3332 is provided between the worm gear shaft 3331, the worm gear 333, and the winding reel 334. The rotation damping assembly 3332 includes a friction plate 33321 and a bushing assembly 33322.

[0076] The rotary damping system enables precise control of the motion process. Friction plate 33321 employs a gradient friction material composite structure, with its dynamic / static friction coefficients precisely matched to ensure both drive response sensitivity and prevent inertial overshoot. The multi-layer sealing structure of bushing assembly 33322 effectively prevents grease leakage while maintaining a stable friction interface environment. The adjustable preload mechanism allows for dynamic adjustment of the damping torque according to operating conditions, adapting to the inertial characteristics of different screen sizes. This damping system, together with the self-locking characteristic of the worm gear 333 drive, provides dual protection, ensuring the screen's positional stability in any orientation.

[0077] In this embodiment, an elastic buffer pad 4211 is provided between the connecting rod 421 and the screen support frame 2.

[0078] The elastic cushioning system significantly improves the dynamic performance of the mechanism. The cushioning pad 4211, made of polymer elastomer material, absorbs impact energy at the end of motion through viscoelastic deformation, reducing mechanical noise and extending component life. Its nonlinear stiffness characteristics achieve a soft landing effect, providing progressive damping before extreme positions. The honeycomb structure design of the cushioning pad 4211 maximizes energy absorption efficiency within a limited space while maintaining radial load-bearing capacity. The component also features temperature compensation; its modulus variation characteristics offset the impact of ambient temperature fluctuations on cushioning performance.

[0079] In this embodiment, the extension direction of the groove 11 is parallel to the arrangement axis of the first cable 32 and the second cable 44.

[0080] The coaxial layout design optimizes the system's force transmission efficiency. The parallel arrangement of the slide 11 and the cable axis eliminates additional torque during motion and reduces lateral loads on the guiding mechanism. This spatial layout ensures that the line of action of the driving force always passes through the system's center of mass, effectively suppressing vibration during motion. A unified directional reference simplifies coordinate transformation in the control algorithm and improves the coordinated accuracy of multi-degree-of-freedom motion. This design also facilitates modular expansion, reserving structural space for future additions of degrees of freedom.

[0081] In this embodiment, the first cable 32 and the second cable 44 each include at least one main drive cable and at least one auxiliary positioning cable. The two ends of the main drive cable are respectively connected to the corresponding two-sided first drive block 312 or second drive block 43, and the middle section is wound around the corresponding winding wheel 334. The two ends of the auxiliary positioning cable are respectively connected to the corresponding two-sided first drive block 312 or second drive block 43, and the middle section is extended in a tensioned state.

[0082] The main drive cable, as the core component for power transmission, achieves linear motion of the drive block by winding around the reel 334 and undertakes the main task of traction force transmission. Its design, connecting to the drive block at both ends, ensures efficient power transmission. The auxiliary positioning cable extends in a tensioned state, primarily responsible for positioning and stabilization. Its tension effectively suppresses system vibration and displacement, preventing structural deformation caused by dynamic loads. The main and auxiliary drive cables form a dual-load-bearing system; if the main drive cable fails partially, the auxiliary drive cable can still provide basic support, significantly improving the overall reliability of the system.

[0083] In this embodiment, a limiting block 111 is provided in the slide 11, and a position sensor 1111 is installed on the limiting block 111.

[0084] The intelligent limit system enables precise management of the motion range. The non-contact position sensor 1111 detects the position of the drive block using magnetic fields or photoelectric principles, and its redundant signal acquisition design ensures reliable detection. The progressive buffer layer of the limit block 111 absorbs impact energy in stages, and together with the pre-alarm function of the sensor 1111, provides both hardware and software protection. The system's adaptive learning function records usage habits and automatically optimizes motion stroke parameters. The anti-false triggering design filters transient interference signals through logical judgment, ensuring the accuracy of the control system's decisions.

[0085] The first cable 32 is deflected by the first roller 321, ultimately forming a circular U-shaped layout; the second cable 44 is deflected by the second roller 441, ultimately forming a circular U-shaped layout. The first roller 321 and the second roller 441 are mounted on the same roller shaft 322, with a wear-resistant pad 323 placed between them.

[0086] In this embodiment, the drive motor 331 is controlled by the integrated control circuit board 5 to start, stop and steer.

[0087] The integrated control system achieves precise motion coordination. An FPGA-based hardware logic controller ensures microsecond-level synchronization accuracy between the two drive units, and its motion planning algorithm can calculate the coupling relationship between translation and rotation in real time. The motor control circuit driven by the intelligent power module (IPM) features multiple overcurrent and overtemperature protection functions, and the pulse width modulation (PWM) strategy optimizes energy efficiency. The system integrates a CAN bus interface, enabling seamless connection with the vehicle network and supporting the invocation of various preset scene modes. The fault self-diagnosis system achieves component-level fault location through characteristic frequency analysis, significantly improving maintenance efficiency.

[0088] 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 vehicle-mounted dual-degree-of-freedom screen driving mechanism, characterized in that, It includes a frame (1) with a slide (11), a screen support frame (2) for carrying the screen, a translation drive module (3) and a rotation drive module (4). The translation drive module (3) includes: Two sets of translation units (31) are symmetrically fixed on both sides of the screen support frame (2). Each set of translation units (31) is connected to the first drive block (312) that is slidably engaged in the slide groove (11) through a pivot point. The first cable (32) connecting the first drive blocks (312) on both sides, and the first drive unit (33) driving the first cable (32); The rotation drive module (4) includes: Two sets of rotating units (41) are symmetrically hinged to both sides of the screen support frame (2). Each set of rotating units (41) is connected to the second drive block (43) that slides in the slide groove (11) through a linkage mechanism (42). The second cable (44) connecting the second drive blocks (43) on both sides, and the second drive unit (45) driving the second cable (44); The translation drive module (3) and the rotation drive module (4) share the slide (11); when the first drive unit (33) and the second drive unit (45) drive synchronously, the screen support frame (2) translates along the slide (11); when the two drive at different speeds, the second drive block (43) and the first drive block (312) form a displacement difference, and the screen support frame (2) is forced to rotate around the pivot point of the translation unit (31) through the linkage mechanism (42).

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

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

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

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

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

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

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

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

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

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