Independent wheel steering device and tension degree adjusting mechanism thereof

Abstract

The utility model discloses an independent wheel steering device and a tension degree adjusting mechanism thereof, a main shaft of a motor is eccentrically and rotatably arranged on a locking piece in a penetrating manner, the locking piece is of a cylindrical structure, during assembly, the minimum diameter of the locking piece faces a steering screw rod, a driving wheel, a driven wheel and a synchronous belt are sequentially assembled, then the locking piece is rotated, the locking piece drives the motor to actively rotate, and the motor is driven to rotate; the large diameter of the locking piece faces the steering lead screw, the distance between the driving wheel and the driven wheel is increased, after the tensioning degree of the synchronous belt is adjusted, the locking piece is fixed to the inner wall of the transmission shell, and meanwhile the motor shell and the transmission shell are fixed together. When the synchronous belt is loosened due to long-term operation, the motor shell and the transmission shell are disassembled, the locking piece is rotated, and the distance between the driving wheel and the driven wheel is increased until the tensioning degree of the synchronous belt reaches the standard; a strip-shaped hole in the transmission shell provides installation allowance for displacement changes of the motor shell.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to an independent wheel steering device and its tension adjustment mechanism. Background Technology

[0002] Synchronous belt drives, as an important form of precision mechanical transmission, are widely used in industrial automation, precision instruments, and other fields due to their precise transmission ratio and low noise. However, traditional synchronous belt drives commonly suffer from belt slack during long-term operation. Due to factors such as material creep, temperature changes, and mechanical wear, the initial tension of the synchronous belt gradually decreases, leading to reduced transmission efficiency, increased vibration and noise, and in severe cases, even tooth skipping or breakage. Existing technologies often employ idler pulley-type tensioning mechanisms, which maintain tension by adding idler pulleys to press against the synchronous belt. However, the additional friction surface between the idler pulley and the synchronous belt not only exacerbates belt wear but also reduces transmission efficiency and increases energy loss. Furthermore, the idler pulley structure requires additional installation space, resulting in a longer transmission path and more complex system layout, which can easily cause interference problems, especially in compact equipment. Utility Model Content

[0003] To address the aforementioned technical problems, this utility model proposes an independent wheel steering device and its tension adjustment mechanism. By rotating the locking component, the distance between the driving wheel and the driven wheel is increased until the tension of the synchronous belt reaches the standard. Compared with the traditional idler wheel structure, this avoids friction on the synchronous belt and ensures transmission efficiency.

[0004] The technical solution adopted by this utility model is as follows: A tension adjustment mechanism includes a motor assembly, a locking component, a driving wheel, a driven wheel, a synchronous belt, and a transmission housing. The motor assembly includes a motor housing and a motor main shaft. The motor main shaft protrudes from the motor housing and rotates through the locking component. The driving wheel is coaxially fixed to the outer peripheral wall of the end of the motor main shaft away from the driving component. The synchronous belt is wound around the outer peripheral walls of the driving wheel and the driven wheel. The axis of the motor main shaft is not on the same straight line as the axis of the locking component. The locking component is detachably installed inside the transmission housing. The transmission housing has a strip-shaped hole. The motor housing has a first screw hole for a first screw to pass through. The first screw passes through the strip-shaped hole and engages with the first screw hole.

[0005] Optionally, the transmission housing is provided with a plurality of first lugs, the first lugs being provided with the strip-shaped holes, and the motor housing is provided with a plurality of second lugs corresponding one-to-one with the first lugs, the second lugs being provided with the first screw holes.

[0006] Optionally, the outer peripheral wall of the motor spindle is provided with a first bearing, and the outer ring of the first bearing abuts against the inner peripheral wall of the locking member.

[0007] Optionally, the transmission housing is provided with a second screw hole through which a second screw passes, and the second screw passes through the second screw hole and is fastened against the outer peripheral wall of the locking member.

[0008] Optionally, a support member is also included, one end of which is fixedly connected to the locking member by a third screw, and the other end of which extends to the free end of the motor spindle. A second bearing is provided between the free end of the motor spindle and the support member.

[0009] Optionally, the support member includes an arc-shaped plate and an end plate connected to the arc-shaped plate. The end plate has a first through hole through which the motor spindle passes, and the inner peripheral wall of the end plate has an annular groove that mates with the outer ring of the second bearing.

[0010] This utility model also discloses an independent wheel steering device, including a steering screw, a steering nut, a locking ring, a steering housing, and the tension adjustment mechanism described above. The steering screw is fixed with a connecting fork arm. One end of the steering nut is sleeved on the outer peripheral wall of the raceway portion of the steering screw, and the other end of the steering nut is fastened to the inner peripheral wall of the driven wheel. A third bearing is integrally connected to the outer wall of the steering nut. The outer ring of the third bearing abuts against the inner wall of the steering housing, and the end face of the outer ring of the third bearing abuts against the inner wall of the locking ring. The locking ring has an external thread, and the locking ring and the steering housing are threaded together. A fourth bearing is connected to the end of the steering nut, and the outer ring of the fourth bearing abuts against the inner wall of the transmission housing.

[0011] Optionally, the steering housing has an annular protrusion at one end away from the steering nut, the annular protrusion having a second through hole for the steering screw to pass through, and a limit block fixedly installed on the outer peripheral wall of the steering screw, the limit block movably abutting against the annular protrusion.

[0012] The beneficial effects of this utility model are as follows: The motor spindle rotates eccentrically through a locking component, which is a cylindrical structure. During assembly, the smallest diameter of the locking component is first aligned with the steering screw. After the driving pulley, driven pulley, and timing belt are assembled in sequence, the locking component is rotated. This causes the motor to rotate actively, making the largest diameter of the locking component align with the steering screw, increasing the distance between the driving pulley and driven pulley. After the timing belt tension is adjusted, the locking component is fixed to the inner wall of the transmission housing, simultaneously fixing the motor housing and transmission housing together. When the timing belt becomes loose due to long-term operation, the motor housing and transmission housing are separated, and the locking component is rotated to increase the distance between the driving pulley and driven pulley until the timing belt tension reaches the standard. Because the motor spindle rotates with the locking component, the motor housing moves relative to the transmission housing. The slotted hole on the transmission housing provides installation allowance for the displacement of the motor housing. Compared to the traditional idler pulley structure, this design avoids friction on the timing belt, ensuring transmission efficiency. Attached Figure Description

[0013] Figure 1This is a schematic diagram of the eccentric structure of the locking member of the tension adjustment mechanism proposed in this embodiment of the utility model;

[0014] Figure 2 This is a cross-sectional view of the tension adjustment mechanism proposed in an embodiment of the present utility model;

[0015] Figure 3 This is a schematic diagram of the strip-shaped hole in the tension adjustment mechanism proposed in this embodiment of the utility model;

[0016] Figure 4 This is a schematic diagram of the support component of the tension adjustment mechanism proposed in an embodiment of the present invention.

[0017] The markings in the attached figures are as follows: 1. Locking element; 2. Driving wheel; 3. Driven wheel; 4. Synchronous belt; 5. Transmission housing; 6. Motor housing; 7. Motor spindle; 8. Strip hole; 9. First screw; 10. First lug; 11. Second lug; 12. First screw hole; 13. First bearing; 14. Second screw; 15. Support element; 16. Third screw; 17. Arc plate; 18. End plate; 19. First through hole; 20. Annular groove; 21. Steering screw; 22. Steering nut; 23. Locking ring; 24. Annular protrusion; 25. Limiting block; 26. Second bearing; 27. Third bearing; 28. Fourth bearing; 29. ​​Steering housing. Detailed Implementation

[0018] The present application will now be described in further detail with reference to the accompanying drawings and embodiments.

[0019] like Figure 1 and 2As shown, this embodiment discloses a tension adjustment mechanism, including a motor assembly, a locking member 1, a driving wheel 2, a driven wheel 3, a synchronous belt 4, and a transmission housing 5. The motor assembly includes a motor housing 6 and a motor spindle 7. The motor spindle 7 protrudes from the motor housing 6 and rotates through the locking member 1. The driving wheel 2 is coaxially fixed to the outer peripheral wall of the end of the motor spindle 7 away from the driving member. The synchronous belt 4 is wound around the outer peripheral walls of the driving wheel 2 and the driven wheel 3. The axis of the motor spindle 7 is not on the same straight line as the axis of the locking member 1. The locking member 1 is detachably installed inside the transmission housing 5. The transmission housing 5 is provided with a strip hole 8. The motor housing 6 is provided with a first screw hole 12 for a first screw 9 to pass through. The first screw 9 passes through the strip hole 8 and engages with the first screw hole 12. The motor spindle 7 is eccentrically mounted on the locking component 1. The locking component is a cylindrical structure. During assembly, the smallest diameter of the locking component is first aligned with the steering screw 21. After the driving pulley 2, driven pulley 3, and timing belt 4 are assembled in sequence, the locking component is rotated. The locking component drives the motor to rotate actively, so that the larger diameter of the locking component is aligned with the steering screw 21, increasing the distance between the driving pulley 2 and driven pulley 3. After the timing belt 4 is tensioned, the locking component is fixed to the inner wall of the transmission housing 5, simultaneously fixing the motor housing 6 to the transmission housing 5. When the timing belt 4 becomes loose due to long-term operation, the motor housing 6 is separated from the transmission housing 5, and the locking component is rotated to increase the distance between the driving pulley 2 and driven pulley 3 until the timing belt 4 reaches the required tension. Because the motor spindle 7 rotates with the locking component, the motor housing 6 moves relative to the transmission housing 5. The slotted hole 8 on the transmission housing 5 provides installation allowance for the displacement of the motor housing 6. Compared with the traditional idler pulley structure, this avoids friction on the timing belt 4, ensuring transmission efficiency.

[0020] like Figure 3 As shown, the transmission housing 5 is provided with a plurality of first lugs 10, and the first lugs 10 are provided with the strip-shaped holes 8. The motor housing 6 is provided with a plurality of second lugs 11 corresponding one-to-one with the first lugs 10, and the second lugs 11 are provided with the first screw holes 12.

[0021] like Figure 2 As shown, the outer peripheral wall of the motor spindle 7 is provided with a first bearing 13, and the outer ring of the first bearing 13 abuts against the inner peripheral wall of the locking member.

[0022] like Figure 1 As shown, the transmission housing 5 has a second screw hole through which the second screw 14 passes. The second screw 14 passes through the second screw hole and is fastened against the outer peripheral wall of the locking member. When it is necessary to adjust the tension of the synchronous belt 4, loosen the first screw 9 and the second screw 14, rotate the locking member so that the larger diameter of the locking member faces the driven wheel 3, and adjust the tension of the synchronous belt 4 by adjusting the distance between the driving wheel 2 and the driven wheel 3. After adjustment, retighten the first screw 9 and the second screw 14.

[0023] like Figure 4 As shown, it also includes a support member 15. One end of the support member 15 is fixedly connected to the locking member 1 by a third screw 16, and the other end of the support member 15 extends to the free end of the motor spindle 7. A second bearing 26 is provided between the free end of the motor spindle 7 and the support member 15. The free end of the motor spindle 7 is the end of the motor spindle 7 away from the motor housing 6. The inner ring of the second bearing 26 abuts against the motor spindle 7, and the outer ring of the second bearing 26 abuts against the support member 15, providing stable support for the motor spindle.

[0024] like Figure 4 As shown, the support member 15 includes an arc-shaped plate 17 and an end plate 18 connected to the arc-shaped plate 17. The end plate 18 has a first through hole 19 through which the motor spindle 7 passes, and the inner peripheral wall of the end plate 18 has an annular groove 20 that mates with the outer ring of the second bearing 26. The arc-shaped plate 17 is a semi-circular plate, which facilitates the connection between the synchronous belt 4 and the driven pulley 3. The end plate 18 is a cylindrical plate, which supports the free end of the motor spindle 7.

[0025] like Figure 2 As shown, this embodiment also discloses an independent wheel steering device. The steering screw 21 is fixed with a connecting fork arm. One end of the steering nut 22 is sleeved on the outer peripheral wall of the raceway portion of the steering screw 21, and the other end of the steering nut 22 is fastened to the inner peripheral wall of the driven wheel 3. A third bearing 27 is integrally connected to the outer wall of the steering nut 22. The outer ring of the third bearing 27 abuts against the inner wall of the steering housing 29, and the end face of the outer ring of the third bearing 27 abuts against the inner wall of the locking ring 23. The locking ring 23 has external threads, and the locking ring 23 and the steering housing 29 are threaded together. The end of the steering nut 22 is pressed into the inner ring of a fourth bearing 28, and the outer ring of the fourth bearing 28 abuts against the inner wall of the transmission housing 5. The transmission housing 5 and the steering housing 29 are connected by screws. The third bearing 27 and the fourth bearing 28 can be angular contact bearings or needle roller bearings. In this embodiment, the rear-wheel steering system drives only a single wheel, significantly reducing the length of the steering screw 21, saving space for the distributed rear-wheel steering system, reducing its weight, and enabling each rear wheel to steer independently. A ball bearing is provided between the steering nut 22 and the steering screw 21, converting the circumferential motion of the steering nut into the linear motion of the steering screw—this is existing technology. The locking ring 23 ensures that the outer ring of the third bearing is fixed within the housing, and the third and fourth bearings provide stable support for the steering nut.

[0026] like Figure 2As shown, the steering housing has an annular protrusion 24 at the end away from the steering nut 22. The annular protrusion 24 has a second through hole 19 for the steering screw 21 to pass through. A limiting block 25 is fixedly installed on the outer peripheral wall of the steering screw 21, and the limiting block 25 movably abuts against the annular protrusion 24. The distance between the limiting block 25 and the annular protrusion 24 is the stroke of the steering screw 21 moving to the left. The stroke of the steering screw 21 moving to the right can be limited by the distance between the fork arm and the end of the steering housing. The transmission housing 5 may include a first housing and a second housing integrally cast with the first housing. The first housing is connected to the motor housing by screws, and the second housing is connected to the steering housing by screws. The locking member 1 and the drive wheel 2 are located inside the first housing, the fourth bearing is located inside the second housing, and the steering screw 21 extends to the outside of the steering housing and connects to the fork arm.

[0027] It is understood that the specific embodiments described above are merely for explaining the relevant utility model and not for limiting the utility model. It should also be noted that, for ease of description, only the parts related to the utility model are shown in the accompanying drawings. Multiple technical solutions in the same embodiment, as well as multiple technical solutions in different embodiments, can be arranged and combined to form new technical solutions that do not contradict or conflict with each other. All equivalent structural transformations made based on the content of this utility model specification and drawings, directly or indirectly applied to other related technical fields, are similarly included within the protection scope of this utility model.

Claims

1. A tension adjustment mechanism, characterized in that, The device includes a motor assembly, a locking element, a drive pulley, a driven pulley, a timing belt, and a transmission housing. The motor assembly includes a motor housing and a motor spindle. The motor spindle protrudes from the motor housing and rotates through the locking element. The drive pulley is coaxially fixed to the outer peripheral wall of the motor spindle at the end away from the drive component. The timing belt is wound around the outer peripheral walls of the drive pulley and the driven pulley. The centerline of the motor spindle and the centerline of the locking element are not on the same straight line. The locking element is detachably installed inside the transmission housing. The transmission housing has a strip-shaped hole, and the motor housing has a first screw hole through which a first screw passes. The first screw passes through the strip-shaped hole and engages with the first screw hole.

2. The tension adjustment mechanism according to claim 1, characterized in that, The transmission housing is provided with a plurality of first lugs, each of which has a strip-shaped hole. The motor housing is provided with a plurality of second lugs that correspond one-to-one with the first lugs, each of which has a first screw hole.

3. The tension adjustment mechanism according to claim 1, characterized in that, The outer peripheral wall of the motor spindle is provided with a first bearing, and the outer ring of the first bearing abuts against the inner peripheral wall of the locking member.

4. The tension adjustment mechanism according to claim 1, characterized in that, The transmission housing is provided with a second screw hole through which a second screw passes, and the second screw passes through the second screw hole and is fastened against the outer peripheral wall of the locking member.

5. The tension adjustment mechanism according to claim 1, characterized in that, It also includes a support member, one end of which is fixedly connected to a locking member by a third screw, and the other end of which extends to the free end of the motor spindle. A second bearing is provided between the free end of the motor spindle and the support member.

6. The tension adjustment mechanism according to claim 5, characterized in that, The support includes an arc-shaped plate and an end plate connected to the arc-shaped plate. The end plate has a first through hole through which the motor spindle passes, and the inner peripheral wall of the end plate has an annular groove that mates with the outer ring of the second bearing.

7. An independent wheel steering device, characterized in that, The device includes a steering screw, a steering nut, a locking ring, a steering housing, and a tension adjustment mechanism as described in any one of claims 2 to 6. The steering screw is fixed with a connecting fork arm. One end of the steering nut is sleeved on the outer peripheral wall of the raceway portion of the steering screw, and the other end of the steering nut is fastened to the inner peripheral wall of the driven wheel. A third bearing is integrally connected to the outer wall of the steering nut. The outer ring of the third bearing abuts against the inner wall of the steering housing, and the end face of the outer ring of the third bearing abuts against the inner wall of the locking ring. The locking ring has an external thread, and the locking ring and the steering housing are threaded together. A fourth bearing is connected to the end of the steering nut, and the outer ring of the fourth bearing abuts against the inner wall of the transmission housing.

8. The independent wheel steering device according to claim 7, characterized in that, The steering housing has an annular protrusion at one end away from the steering nut. The annular protrusion has a second through hole for the steering screw to pass through. A limit block is fixedly installed on the outer peripheral wall of the steering screw, and the limit block movably abuts against the annular protrusion.

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