Clearance compensation mechanism of gear rack steering system

Abstract

The utility model discloses a clearance compensation mechanism of a gear rack steering system, and belongs to the technical field of automobile manufacturing. The clearance compensation mechanism comprises two magnetic parts which are oppositely arranged, the two magnetic parts are a first magnet and a second magnet, and the first magnet and the second magnet are homopolar magnets; the first magnet is installed at one end of the inner side of the locking screw plug, and the second magnet is installed at one end of the inner side of the pressing block. Through the first magnet and the second magnet which are oppositely arranged and have the same magnetism, the magnetic force is used for replacing the spring force, and the meshing gap between the gear and the rack is adjusted through the principle that homopolar magnets repel each other; the problem of plastic deformation caused by fatigue and durability of the spring is avoided, the magnetic force is always linear, the defect that the gap of a spring gap compensation mechanism is enlarged due to insufficient spring elasticity can be eliminated, grouping and matching work of a gear rack and a steering gear shell can be omitted, the assembly manufacturability is improved, and the product development cost is reduced.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, and more specifically, to a gear and rack steering system backlash compensation mechanism. Background Technology

[0002] With the development of intelligent driving in automobiles, electric power steering systems (EPS) are booming. Rack and pinion mechanisms, due to their compact structure, are widely used in the reduction mechanisms of EPS systems. The rack and pinion reduction mechanism reduces and increases the torque of the motor, then combines this torque with the driver's steering effort to jointly operate the steering actuator and achieve steering action. Currently, most REPS systems use spring-type clearance adjustment mechanisms. However, controlling the meshing center distance is difficult when using rack and pinion systems. Current solutions often involve grouping rack and pinion gears according to their meshing center distance and then selecting appropriate rack and pinion gears and housings based on their dimensions. This results in good meshing during initial assembly, but the worm gear wears during operation, causing the rack and pinion meshing center distance to exceed the housing center distance. This makes the rack and pinion gear particularly prone to jamming, affecting the normal operation of the steering system. Furthermore, after prolonged meshing, the tooth surfaces wear, reducing the meshing center distance. When the rack and pinion meshing center distance is less than the housing center distance, the excessive meshing clearance can easily cause abnormal noise during reversing, affecting driving comfort. Therefore, rack and pinion backlash has the following effects: 1. Rack and pinion gears and steering gear housings need to be selected and matched in groups according to size, resulting in poor interchangeability and wasting time and effort; 2. After long-term meshing, the tooth surfaces of the rack and pinion gears wear down, the center distance of the rack and pinion gear meshing becomes smaller than the center distance of the housing, and the rack and pinion backlash becomes too large, which can easily cause abnormal noise during reversing and affect driving comfort. Existing rack and pinion backlash compensation mechanisms all use spring-loaded backlash adjustment devices.

[0003] Existing backlash adjustment devices typically use springs for backlash compensation, relying on spring force to achieve adaptive compensation of rack and pinion backlash. However, due to the metallic and material properties of the spring, it undergoes plastic deformation after fatigue and durability during use, resulting in a decrease in spring force. This leads to non-linear force, insufficient backlash compensation spring force, and an uneven feel, affecting the normal operation of the steering system. Therefore, we propose a backlash compensation mechanism for rack and pinion steering systems. Utility Model Content

[0004] The purpose of this invention is to provide a backlash compensation mechanism for a rack and pinion steering system to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution:

[0006] A gear and rack steering system backlash compensation mechanism includes two magnetic components arranged opposite each other, the two magnetic components having the same magnetism, one of the magnetic components being arranged close to the gear and rack steering system, the two magnetic components being a first magnet and a second magnet respectively, the first magnet and the second magnet being arranged opposite each other, and the first magnet and the second magnet being magnets with the same poles.

[0007] It also includes a locking screw and a pressure block, with two magnetic components respectively mounted on the locking screw and the pressure block. The locking screw and the pressure block are located at opposite ends of the two magnetic components. The first magnet is mounted on the inner end of the locking screw, and the second magnet is mounted on the inner end of the pressure block.

[0008] Preferably, it further includes a first connector and a second connector, the first connector being used to connect and fix the first magnet to the locking screw, and the second connector being used to connect and fix the second magnet to the pressure block.

[0009] Preferably, the first connector is a first countersunk bolt, and both the first magnet and the second magnet have countersunk holes. The first countersunk bolt passes through the first magnet and connects to the locking plug.

[0010] The second connector is a second countersunk bolt, which passes through the second magnet and connects to the pressure block.

[0011] Preferably, both the first magnet and the second magnet are cylindrical.

[0012] Preferably, the first magnet and the second magnet are permanent magnets.

[0013] Preferably, one end of the outer side of the pressure block has a concave arc-shaped structure.

[0014] Preferably, one end of the pressure block is connected to the rack in the gear and rack steering system.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] This invention replaces the spring compensation mechanism with a pair of identical magnets. During gear and rack meshing, the magnetic gap compensation mechanism always provides a magnetic force to push the rack towards the gear, enabling adaptive compensation of the gear and rack meshing gap and ensuring that the gear and rack are always in a good meshing state. When the gear and rack meshing center distance is greater than the housing center distance, the gap compensation mechanism allows the gear and rack to operate stably at a larger meshing center distance, ensuring normal gear and rack meshing transmission without jamming. When the gear and rack meshing center distance is less than the housing center distance, the magnetic force of the gap compensation mechanism ensures that the gear and rack always maintain a good meshing state, avoiding meshing noise. Moreover, using this gap compensation mechanism eliminates the disadvantage of the spring gap compensation mechanism, which causes the gear and rack gap to increase due to insufficient spring force. It also eliminates the need for gear and rack grouping and matching, improving assembly processability and reducing product development costs. Attached Figure Description

[0017] Figure 1 This is a sectional view of a gear and rack backlash compensation mechanism;

[0018] Figure 2 This is a schematic diagram of the gear and rack backlash compensation mechanism.

[0019] Figure 3 This is a schematic diagram of the working principle of a gear and rack backlash compensation mechanism.

[0020] The following are the labels in the diagram: 1. Tightening plug; 2. First countersunk hole magnet; 3. First countersunk bolt; 4. First countersunk bolt; 5. Second countersunk hole magnet; 6. Pressure block; 7. Rack; 8. Gear. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0022] Example:

[0023] Please see Figure 1-3A gear and rack steering system backlash compensation mechanism includes two magnetic components arranged opposite each other, the two magnetic components having the same magnetism, and one magnetic component being positioned close to the gear and rack steering system; the two magnetic components are a first magnet 2 and a second magnet 5, arranged opposite each other, and the first magnet 2 and the second magnet 5 are magnets with the same poles and mutual repulsion, suitable for a mechanical structure when the magnetic block and the worm gear are located on opposite sides of the worm gear; the gear and rack steering system is located on one side of one of the magnets. It also includes a locking plug 1 and a pressure block 6, the two magnetic components being respectively mounted on the locking plug 1 and the pressure block 6, located at opposite ends of the two magnetic components; the first magnet 2 is mounted on the inner end of the locking plug 1, and the second magnet 5 is mounted on the inner end of the pressure block 6.

[0024] When gear 8 rotates, the meshing action of gear 8 generates a radial force Fr on rack 7, which causes rack 7 to always tend to move away from gear 8. Since the first magnet 2 and the second magnet 5 have the same magnetic poles and are mutually repulsive, a magnetic force F is always applied to rack 7 through pressure block 6. Rack 7 can wobble in the meshing direction of gear 8. When the meshing center distance between gear 8 and rack 7 is greater than the designed center distance, rack 7 can wobble a small angle away from gear 8, allowing rack 7 and gear 8 to operate stably at a larger meshing center distance, ensuring normal meshing transmission without jamming. When the meshing center distance between rack 7 and gear 8 is less than the designed center distance, the presence of the magnetic force of the clearance compensation mechanism causes rack 7 to wobble a small angle closer to gear 8, ensuring rack 7 always maintains a good meshing state with gear 8 and avoiding meshing noise.

[0025] This application also includes a first connector and a second connector. The first connector is used to connect and fix the first magnet 2 to the locking screw 1, and the second connector is used to connect and fix the second magnet 5 to the pressure block 6.

[0026] The first connector is a first countersunk bolt 3. Both the first magnet 2 and the second magnet 5 have countersunk holes. The first countersunk bolt 3 passes through the first magnet 2 and connects to the locking plug 1, with a clearance fit between the first magnet 2 and the locking plug 1. The second connector is a second countersunk bolt 4, which passes through the second magnet 5 and connects to the pressure block 6. The first countersunk bolt 3 and the second countersunk bolt 4 ensure stable installation and fixation of the first magnet 2 and the second magnet 5.

[0027] In this application, both the first magnet 2 and the second magnet 5 are cylindrical. Both the first magnet 2 and the second magnet 5 are permanent magnets, which ensure the stability of the magnetic force.

[0028] In this application, one outer end of the pressure block 6 has a concave arc-shaped structure, which facilitates the installation and fixation of the rack 7. One outer end of the pressure block 6 is connected to the rack 7 in the gear and rack steering system.

[0029] In summary, the clearance compensation mechanism provided by this utility model provides a magnetic force that pushes the rack 7 towards the gear 8 during gear 8 and rack 7 meshing, enabling adaptive compensation of the meshing clearance and ensuring that gear 8 and rack 7 are always in a good meshing state. When the meshing center distance of gear 8 and rack 7 is greater than the center distance of the housing, the presence of the clearance compensation mechanism allows the gear and rack to operate stably at a larger meshing center distance, ensuring normal meshing transmission without jamming. When the meshing center distance of gear 8 and rack 7 is less than the center distance of the housing, the magnetic force of the clearance compensation mechanism ensures that the gear and rack maintain a good meshing state, avoiding meshing noise. Moreover, this clearance compensation mechanism eliminates the disadvantage of insufficient spring force in spring clearance compensation mechanisms, which leads to increased worm gear clearance. It also eliminates the need for grouping and matching of gears, racks, and steering gear housings, improving assembly processability and reducing product development costs. Therefore, this utility model has broad application prospects.

[0030] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A backlash compensation mechanism for a rack and pinion steering system, characterized in that, It includes two magnetic components that are positioned opposite each other, both of which have the same magnetism, with one of the magnetic components positioned close to the gear and rack steering system; It also includes a locking screw plug (1) and a pressure block (6), with two magnetic components respectively mounted on the locking screw plug (1) and the pressure block (6), and the locking screw plug (1) and the pressure block (6) located at the ends of the two magnetic components that are relatively far apart.

2. The gear and rack steering system backlash compensation mechanism according to claim 1, characterized in that: The two magnetic components are a first magnet (2) and a second magnet (5); It also includes connector one and connector two. Connector one is used to connect and fix the first magnet (2) to the locking screw (1), and connector two is used to connect and fix the second magnet (5) to the pressure block (6).

3. The gear and rack steering system backlash compensation mechanism according to claim 2, characterized in that: The first connector is a first countersunk bolt (3). The first magnet (2) and the second magnet (5) are both provided with countersunk holes. The first countersunk bolt (3) passes through the first magnet (2) and is connected to the locking plug (1). The second connector is a second countersunk bolt (4), which passes through the second magnet (5) and connects to the pressure block (6).

4. The gear and rack steering system backlash compensation mechanism according to claim 2, characterized in that: Both the first magnet (2) and the second magnet (5) are cylindrical.

5. A gear and rack steering system backlash compensation mechanism according to claim 2, characterized in that: The first magnet (2) and the second magnet (5) are permanent magnets.

6. The gear and rack steering system backlash compensation mechanism according to claim 1, characterized in that: The outer end of the pressure block (6) has a concave arc-shaped structure.

7. A gear and rack steering system backlash compensation mechanism according to claim 6, characterized in that: One end of the pressure block (6) is connected to the rack (7) in the gear and rack steering system.

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