Steering wheel angle adjustment motor system

Abstract

The utility model discloses a kind of steering wheel angle adjusting motor systems, it includes the gear box and motor group of connection;The gear box includes box and the double gear shaft and turbine output shaft of rotation assembly in box, the turbine output shaft is connected with double gear shaft transmission, the elastic sheet is tightly fitted and arranged in the both ends of double gear shaft;The motor group includes the casing of being connected with box and the motor shaft of rotation setting in casing, the motor shaft is perpendicular with double gear shaft and transmission cooperation, the elastic pad is tightly fitted and arranged in the one end of motor shaft.The utility model can eliminate the axial gap of motor shaft and gear shaft, reduce shaft end wear and impact noise, improve adjustment accuracy.

Description

Technical Field

[0001] This utility model relates to the field of automotive steering wheel technology, and in particular to a steering wheel angle adjustment motor system. Background Technology

[0002] Currently, most passenger car steering wheels are manually adjustable. Manual adjustment is time-consuming and laborious, and cannot meet the requirements for accurate and rapid adjustment. With the improvement of economic level and productivity, and the rapid development of ergonomics and high technology, consumer focus has shifted towards comfort. Steering wheel adjustment motors have emerged in this context. By adjusting the steering wheel's forward and backward angles, as well as its vertical distance, the motor aims to meet the needs of drivers of different heights regarding the vertical space between the steering wheel and the driver, as well as the distance between the steering wheel and the driver. This allows the driver to maintain comfortable legroom while adjusting the distance between the seat and the steering wheel, and also maintains a comfortable vertical distance. Such systems generally consist of a torque sensor, an electronic control unit (ECU), a motor, and a mechanical reducer. Electric steering wheel adjustment greatly reduces the difficulty of adjusting the steering wheel for drivers and is a significant comfort feature.

[0003] However, the current steering wheel adjustment motor system has a relatively large axial clearance between the motor shaft and the gear shaft. When the motor rotates, the axial movement of the motor shaft is very noisy, and when changing steering direction, the end of the motor shaft easily strikes the end cover and the housing. Reversing the motor shaft can also cause it to return to its original position, affecting positioning accuracy. The axial movement of the gear shaft can easily cause the end of the shaft to strike the reduction gearbox, resulting in significant overall noise. Furthermore, long-term use causes severe wear on both the motor shaft and the gear shaft, easily leading to positional deviations, which in turn affects adjustment accuracy and service life. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a steering wheel angle adjustment motor system that can eliminate the axial clearance between the motor shaft and the gear shaft, reduce shaft end wear and impact noise, and improve adjustment accuracy.

[0005] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows: A steering wheel angle adjustment motor system includes a gearbox and a motor assembly connected together; The gearbox includes a housing and a double gear shaft and a turbine output shaft rotatably mounted in the housing. The turbine output shaft is connected to the double gear shaft in a driving connection. Spring pieces are tightly fitted at both ends of the double gear shaft. The motor unit includes a housing connected to the casing and a motor shaft rotatably disposed within the housing. The motor shaft is perpendicular to and driven by a double gear shaft, and an elastic pad is tightly fitted at one end of the motor shaft.

[0006] Furthermore, the housing has slots at both ends of the double gear shaft, and the spring piece is tightly fitted into the slot and close to the end of the double gear shaft.

[0007] Furthermore, the two ends of the double gear shaft are hemispherical.

[0008] Furthermore, the spring is made of iron.

[0009] Furthermore, the elastic pad is made of rubber.

[0010] Furthermore, the double gear shaft has a double gear, one end of the motor shaft extends into the housing and a worm gear is sleeved on the outside, the worm gear meshes with the large tooth of the double gear for transmission, and the turbine output shaft meshes with the turbine part of the double gear for transmission.

[0011] Furthermore, both the housing and the casing are provided with molded machine shaft fitting chambers, and both ends of the motor shaft are rotatably assembled in the machine shaft fitting chambers.

[0012] Furthermore, the shaft fitting chamber is provided with a bushing fitted on the outside of the motor shaft and a friction-reducing block that is close to the end of the motor shaft. The elastic pad is provided in one of the shaft fitting chambers and is close to the end of the friction-reducing block away from the motor shaft.

[0013] By adopting the above technical solution, this utility model has the following beneficial effects: 1. This utility model, through the tight fit design of the spring plates at both ends of the double gear shaft and the design of the elastic pad at one end of the motor shaft, can effectively eliminate the axial clearance between the motor shaft and the double gear shaft, reduce the axial movement of the motor shaft and the impact noise of the motor shaft end when the motor rotates, reduce the axial movement of the double gear shaft and the impact noise of the shaft end on the gearbox, thereby reducing shaft end wear and impact noise, improving adjustment accuracy and extending service life.

[0014] 2. This utility model, through the transmission meshing of the worm gear and the double gear shaft on the motor shaft, combined with the tight-fitting design of the iron spring pieces at both ends of the double gear shaft, can effectively prevent the axial movement of the double gear shaft, thereby eliminating the backlash after the motor shaft reverses, resulting in higher positional accuracy of the motor shaft after reversal and improving the adjustment accuracy of the steering wheel.

[0015] 3. This utility model, through the design of wear-reducing blocks at both ends of the motor shaft, can effectively reduce end wear and extend service life.

[0016] 4. This utility model designs the two ends of the double gear shaft as hemispherical, which can effectively reduce friction, reduce wear, and extend service life while ensuring tight contact with the end springs. Attached Figure Description

[0017] Figure 1This is a schematic diagram of the external structure of an embodiment of the present utility model; Figure 2 This is a schematic diagram of the internal structure of the box in an embodiment of the present utility model; Figure 3 This is a partial structural schematic diagram of an embodiment of the present utility model; Figure 4 This is a cross-sectional structural diagram of the motor unit according to an embodiment of the present utility model; Figure 5 This is a cross-sectional structural diagram of the gearbox according to an embodiment of the present utility model; Among them, 1. housing; 100. slot; 2. double gear shaft; 20. double gear; 3. spring; 4. housing; 5. motor shaft; 50. worm gear; 6. elastic pad; 7. bushing; 8. anti-friction block; 9. turbine output shaft; 10. shaft matching chamber. Detailed Implementation

[0018] To make the contents of this utility model easier to understand, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0019] like Figure 1-5 As shown, in this embodiment, a steering wheel angle adjustment motor system is provided, which mainly consists of a reduction gearbox and a motor assembly. The gearbox includes a housing 1 and a double gear shaft 2 and a turbine output shaft 9 rotatably assembled within it. The double gear shaft 2 and the turbine output shaft 9 are perpendicularly offset and connected in a transmission meshing manner. Both ends of the turbine output shaft 9 pass through the housing 1 and can be connected to an external steering wheel component. The motor assembly includes a housing 4 and a motor shaft 5 rotatably disposed within the housing 4. The housing 4 is assembled and connected to the housing 1. The motor shaft 5 is perpendicular to the double gear shaft 2, and one end of the motor shaft 5 extends into the housing 1 and engages in transmission meshing with the double gear shaft 2.

[0020] Specifically, in this embodiment, both the housing 1 and the casing 4 are provided with molded shaft mounting chambers 10, and both ends of the motor shaft 5 are rotatably assembled within the shaft mounting chambers 10. To ensure the normal rotation of the motor shaft 5, each shaft mounting chamber 10 is provided with a bushing 7 that fits around the outside of the motor shaft 5. The bushing 7 can specifically be a ball bearing. To reduce wear on the shaft end, each shaft mounting chamber 10 is also provided with a wear-reducing block 8 that fits tightly against the end of the motor shaft 5.

[0021] To eliminate the axial clearance between the double gear shaft 2 and the motor shaft 5, this embodiment features spring pieces 3 tightly fitted at both ends of the double gear shaft 2. The spring pieces 3 are made of iron, and slots 100 are specifically provided inside the housing 1 at both ends of the double gear shaft 2. The spring pieces 3 are tightly fitted within the slots 100 and adhere closely to the ends of the double gear shaft 2. Simultaneously, an elastic pad 6 is tightly fitted at one end of the motor shaft 5. The elastic pad 6 is specifically located within the shaft fitting chamber 10 on the housing 1 and adheres closely to the end of the wear-reducing block 8 furthest from the motor shaft 5. The elastic pad 6 is made of rubber. Thus, through the tight-fitting design of the spring pieces 3 at both ends of the double gear shaft 2 and the design of the elastic pad 6 at one end of the motor shaft 5, the axial clearance between the motor shaft 5 and the double gear shaft 2 can be effectively eliminated. This reduces the axial movement of the motor shaft and the noise from the impact of the motor shaft end during motor rotation, as well as the noise from the axial movement of the double gear shaft and the impact of the shaft end on the reduction gearbox. This further reduces shaft end wear and impact noise, improves adjustment accuracy, and extends service life.

[0022] Specifically, to eliminate the backlash after the motor shaft 5 reverses, this embodiment features a double gear shaft 20 on a double gear shaft 2. One end of the motor shaft 5 extends into the housing 1, and a worm gear 50 is fitted on its outer side. The worm gear 50 meshes with the large teeth of the double gear 20 for transmission. The turbine output shaft 9 meshes with the turbine part of the double gear 20 for transmission. When the motor shaft 5 is driven to rotate, it can drive the double gear 20 to rotate via the worm gear 50, which in turn drives the double gear shaft 2 to rotate, and finally drives the turbine output shaft 9 to rotate for output. In this way, through the transmission meshing of the worm gear 50 on the motor shaft 5 and the double gear shaft 2, combined with the tight-fitting design of the iron spring pieces 3 at both ends of the double gear shaft 2, axial movement of the double gear shaft 2 can be effectively prevented, thereby eliminating the backlash after the motor shaft 5 reverses. This results in higher positional accuracy of the motor shaft 5 after reversal, improving the adjustment accuracy of the steering wheel.

[0023] In addition, to reduce the friction at the ends of the double gear shaft 2, the two ends of the double gear shaft 2 in this embodiment are designed to be hemispherical. This ensures tight contact with the end springs while effectively reducing friction, decreasing wear, and extending service life.

[0024] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0025] The above specific embodiments further illustrate the technical problems, technical solutions, and beneficial effects of this utility model. It should be understood that the above descriptions are merely specific embodiments of this utility model and are not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A steering wheel angle adjustment motor system, characterized by: This includes the connected gearbox and motor assembly; The gearbox includes a housing (1) and a double gear shaft (2) and a turbine output shaft (9) rotatably mounted in the housing (1). The turbine output shaft (9) is connected to the double gear shaft (2) in a transmission. Spring pieces (3) are tightly fitted at both ends of the double gear shaft (2). The motor unit includes a housing (4) connected to the housing (1) and a motor shaft (5) rotatably disposed in the housing (4). The motor shaft (5) is perpendicular to the double gear shaft (2) and is in transmission cooperation. An elastic pad (6) is tightly fitted at one end of the motor shaft (5).

2. A steering wheel angle adjustment motor system according to claim 1, characterized in that: The housing (1) has slots (100) at both ends of the double gear shaft (2) inside. The spring piece (3) is tightly fitted in the slot (100) and close to the end of the double gear shaft (2).

3. The steering wheel angle adjustment motor system of claim 1, wherein: The two ends of the double gear shaft (2) are hemispherical.

4. The steering wheel angle adjustment motor system of claim 1, wherein: The material of the spring (3) is iron.

5. The steering wheel angle adjustment motor system of claim 1, wherein: The elastic pad (6) is made of rubber.

6. A steering wheel angle adjustment motor system according to claim 1, characterized in that: The double gear shaft (2) has a double gear (20), one end of the motor shaft (5) extends into the housing (1) and a worm (50) is sleeved on the outside. The worm (50) meshes with the large tooth of the double gear (20) for transmission, and the turbine output shaft (9) meshes with the turbine part of the double gear (20) for transmission.

7. The steering wheel angle adjustment motor system of claim 1, wherein: Both the housing (1) and the casing (4) are provided with molded organic shaft fitting chambers (10), and the two ends of the motor shaft (5) are rotatably assembled in the shaft fitting chambers (10).

8. A steering wheel angle adjustment motor system according to claim 7, characterized in that: The shaft fitting chamber (10) is provided with a bushing (7) fitted on the outside of the motor shaft (5) and a wear-reducing block (8) close to the end of the motor shaft (5). The elastic pad (6) is provided in one of the shaft fitting chambers (10) and close to the end of the wear-reducing block (8) away from the motor shaft (5).

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