A high-rigidity rear wheel steering gear

Abstract

The utility model discloses a high rigidity rear wheel steering gear, including the casing and built -in left, right reduction mechanism, the casing is by first main casing, second main casing and integral solid link casing is composed, and both are in the link casing left and right of the column, and the drive chamber is formed to the main casing around the both sides of link casing, left and right reduction mechanism structure is same and function independent, and all includes drive motor, transmission rod, drive motor is installed on corresponding main casing upper end, and the output shaft is inserted into drive chamber, transmission rod is built in corresponding main casing lower end, and one end is connected with main casing through sliding bearing and is connected with swing arm connecting piece, and the other side has external thread, screw rod cover is connected with main casing through ball bearing, and internal thread is engaged with transmission rod external thread, and one end is inserted into drive chamber and is connected with drive motor through transmission assembly, limiting piece is established on transmission rod, and the circumferential rotation of its is restricted, and axial movement is allowed. Through link casing, the steering gear of independent function of both sides is linked as a whole, and the overall rigidity of system is strengthened.

Description

Technical Field

[0001] This utility model belongs to the technical field of vehicle steering systems and relates to a high-rigidity rear wheel steering device. Background Technology

[0002] Rear-wheel steering systems are increasingly becoming a key feature in improving vehicle handling and stability. This system changes the steering angle of the rear wheels, reducing the turning radius at low speeds to enhance agility and increasing stability at high speeds to ensure driving safety.

[0003] However, the current linkage between the left and right steering control mechanisms of some rear-wheel steering systems may cause operational interference, reducing the reliability of the steering system. Furthermore, the rear-wheel steering assembly lacks sufficient rigidity, making it prone to deformation under the impact of complex road conditions and the vehicle's own power transmission, affecting structural strength. Its internal transmission structure is also relatively complex and costly. Utility Model Content

[0004] The purpose of this invention is to provide a high-rigidity rear wheel steering system that overcomes the technical problems mentioned in the background art through structural improvements.

[0005] The objective of this utility model is achieved through the following technical solution: A high-rigidity rear wheel steering system includes a housing and built-in left and right reduction mechanisms; characterized in that the housing is composed of a first main housing, a second main housing, and a connecting housing, the first main housing and the second main housing being distributed on the left and right sides of the connecting housing, and the three being fastened together by bolts; the connecting housing is an integral solid structure, and its two sides are respectively enclosed with the first main housing and the second main housing to form drive chambers; The left and right deceleration mechanisms have identical structures but independent functions, each including a drive motor, a transmission rod, a lead screw sleeve, a transmission assembly, a limiting component, and a swing arm connector. The drive motor is mounted on the upper end of the corresponding side main housing, with its output shaft extending into the drive chamber. The transmission rod is built into the lower end of the corresponding side main housing. One end of the transmission rod is connected to the corresponding side main housing via a sliding bearing and is connected to the swing arm connector. The other side surface of the transmission rod is machined with external threads. The lead screw sleeve is connected to the corresponding side main housing via a ball bearing, and its internal thread engages with the external thread of the transmission rod for transmission. One end of the lead screw sleeve extends into the drive chamber and is connected to the drive motor via the transmission assembly. The limiting member is disposed on the transmission rod and is movablely engaged with the corresponding side main housing along the axial direction of the transmission rod, thereby limiting the circumferential rotation of the transmission rod and allowing its axial movement.

[0006] As a further improvement of this utility model, the transmission assembly includes a first transmission wheel fixed to the lead screw sleeve and a second transmission wheel fixed to the output shaft of the drive motor, wherein the first transmission wheel and the second transmission wheel are connected by a transmission belt.

[0007] As a further improvement of this utility model, a sealing element is provided at the connection between the first main housing, the second main housing and the connecting housing.

[0008] As a further improvement of this utility model, the limiting member is a retaining ring or a limiting sleeve, which achieves axial relative movement with the corresponding side main housing through the cooperation of the guide groove and the guide key.

[0009] As a further improvement of this utility model, the external thread on the surface of the transmission rod is a T-shaped lead screw thread.

[0010] As a further improvement of this utility model, the swing arm connector is axially connected between the transmission rod and the wheel swing arm by means of bolt connection or slot connection.

[0011] The above technical solution has the following beneficial effects: 1. The design adopts a one-piece design consisting of a first main housing, a second main housing, and an integrated solid connecting housing. The connecting housing links the two independently functioning steering gears into one unit, which enhances the overall rigidity of the system and reduces the number of installation points in the vehicle layout, saving space. 2. The left and right reduction mechanisms have the same structure and independent functions, and do not interfere with each other during operation. At the same time, the standardized design reduces production difficulty and cost, and simplifies subsequent maintenance and repair processes. 3. The transmission rod integrates a T-shaped lead screw thread, which precisely meshes with the lead screw sleeve. Combined with ball bearings to reduce transmission friction, and with the circumferential limiting effect of the limiting component, the rotational motion can be precisely converted into axial linear motion, ensuring accurate and stable steering action. Attached Figure Description

[0012] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0013] The structures, proportions, sizes, etc. shown in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0014] Figure 1 This is a three-dimensional schematic diagram of the first state of the present invention.

[0015] Figure 2 This is a three-dimensional schematic diagram of the second state provided by this utility model.

[0016] Figure 3 This is a cross-sectional structural diagram provided for this utility model.

[0017] In the picture: 1. Shell; 11. First main shell; 12. Second main shell; 13. Connect the shell; 2. Left reduction gear; 21. Transmission rod; 22. Drive motor; 23. Sliding bearings; 24. Lead screw sleeve; 25. First transmission wheel; 26. Second transmission wheel; 27. Ball bearings; 28. Limiting components; 3. Right speed reduction mechanism; 4. Swing arm connector. Detailed Implementation

[0018] In this utility model, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0019] First embodiment, such as Figures 1-3As shown, a high-rigidity rear-wheel steering system comprises a housing 1 and built-in left and right reduction mechanisms 2 and 3. The housing 1 is composed of a first main housing 11, a second main housing 12, and a connecting housing 13. The first main housing 11 and the second main housing 12 are located on the left and right sides of the connecting housing 13, respectively. This layout provides independent and stable mounting space for the left and right reduction mechanisms 2 and 3.

[0020] The left reduction mechanism 2 and the right reduction mechanism 3 are functionally independent, each responsible for the steering control of one side of the rear wheel. They do not interfere with each other during operation, effectively improving the reliability and stability of the steering system. Furthermore, the left reduction mechanism 2 and the right reduction mechanism 3 have identical structures. This design not only facilitates manufacturing and reduces production costs but also provides convenience for subsequent maintenance and repair. The following section details the structure of the left reduction mechanism 2 as an example.

[0021] The first main housing 11 and the second main housing 12 are securely bolted to the connecting housing 13. In this design, the connecting housing 13 is a single, solid structure. The two sides of the connecting housing 13 extend together with the corresponding first main housing 11 and second main housing 12 to form the drive chamber. By increasing the structural range of the connecting housing 13, the overall rigidity of the rear wheel steering system can be enhanced, improving product quality (assembly rigidity is a crucial performance indicator for rear wheel steering systems).

[0022] Meanwhile, seals are provided at the joints of the first main housing 11, the second main housing 12, and the connecting housing 13. These seals effectively prevent external dust, moisture, and other impurities from entering the housing, avoiding damage to the left deceleration mechanism 2 and the right deceleration mechanism 3, thereby enhancing their service life and performance stability.

[0023] The upper end of the first main housing 11 is bolted with a drive motor 22, which provides power to the left reduction mechanism 2; the lower end houses a transmission rod 21 for transmitting power and achieving steering. One end of the transmission rod 21 is connected to the first main housing 11 via a sliding bearing 23. This connection method ensures both the flexible rotation of the transmission rod 21 and the effective bearing of axial force. The transmission rod 21 on this side is also connected to the swing arm connector 4 to achieve linkage with external steering components.

[0024] The other side surface of the transmission rod 21 is machined with a T-shaped lead screw thread, which is tightly connected to the lead screw sleeve 24. Machining the surface of the transmission rod 21 with a T-shaped lead screw thread enables it to mechanically self-lock with the lead screw sleeve 24, thereby reducing costs.

[0025] The lead screw sleeve 24 is connected to the first main housing 11 via a ball bearing 27, which reduces friction and improves transmission efficiency and accuracy. One end of the lead screw sleeve 24 extends into the connecting housing 13, where a first transmission wheel 25 is fixedly mounted. Simultaneously, the output shaft of the drive motor 22 also extends into the connecting housing 13 and is fitted with a second transmission wheel 26. The first transmission wheel 25 and the second transmission wheel 26 are tightly connected by a transmission belt, together forming a transmission assembly.

[0026] A limiting member 28 is provided on the transmission rod 21. The limiting member 28 is movably engaged with the first main housing 11 along the axial direction of the transmission rod 21. Specifically, the limiting member 28 can be designed as a common structural form such as a retaining ring or a limiting sleeve. It and the first main housing 11 are relatively moved along the axial direction through a specific guiding structure, such as the engagement of a guide groove and a guide key.

[0027] This design serves a dual purpose. On one hand, it effectively restricts the circumferential rotation of the transmission rod 21, preventing unnecessary rotation during transmission and ensuring stability and accuracy. On the other hand, it allows the transmission rod 21 to move along its own axial direction. When the lead screw sleeve 24 rotates, the axially movable engagement between the limiting member 28 and the first main housing 11 allows the transmission rod 21 to smoothly convert its relative rotational motion with the lead screw sleeve 24 into axial linear motion, thereby achieving the function of rear wheel steering.

[0028] In operation, the drive motor 22 provides the power source, and its output shaft drives the second transmission wheel 26 to rotate, transmitting power to the lead screw sleeve 24. The internal thread inside the lead screw sleeve 24 engages with the external thread on the transmission rod 21. When the lead screw sleeve 24 rotates, the two rotate relative to each other. Due to the application of the limiting member 28, the transmission rod 21 can only move linearly along its own axial direction.

[0029] The swing arm connector 4 is connected axially between the drive rod 21 and the wheel swing arm in a suitable manner, such as through common and reliable connection methods like bolt connection or slot connection, serving to indirectly connect the drive rod 21 and the swing arm. In this way, when the drive rod 21 moves axially, it will drive the swing arm to swing through the swing arm connector 4, thereby driving the wheel to achieve steering action.

[0030] The rear wheel steering system provided by this utility model ingeniously integrates the T-shaped lead screw structure onto the transmission rod 21, so that the transmission rod 21 can convert rotational motion into linear motion when transmitting power, thus ensuring the accuracy of steering action.

[0031] In summary, the advantages of the rear wheel steering system provided by this utility model are: 1. Improved assembly rigidity: The integrated design of the first main housing, the second main housing and the solid connecting housing is adopted. The independent steering gears on both sides are connected into one unit through the connecting housing, which enhances the overall rigidity of the system and reduces the number of installation points in the vehicle layout, saving space. 2. Enhanced sealing protection: Sealing elements are installed at the joints of the housing to effectively prevent the intrusion of external impurities, protect the internal speed reduction mechanism, and extend the product's service life and performance stability; 3. Improve steering reliability: The left and right deceleration mechanisms have the same structure and independent functions, and do not interfere with each other during operation. At the same time, the standardized design reduces production difficulty and cost, and simplifies subsequent maintenance and repair processes. 4. Improve transmission efficiency and steering accuracy: The transmission rod integrates a T-shaped lead screw thread, which precisely meshes with the lead screw sleeve. Combined with ball bearings to reduce transmission friction, and with the circumferential limiting effect of the limiting component, the rotational motion can be accurately converted into axial linear motion, ensuring precise and stable steering action; 5. Optimize transmission stability: The configuration of sliding bearings ensures flexible rotation of the transmission rod while effectively bearing axial force, balancing transmission flexibility and structural load-bearing capacity, and further improving the operational stability of the steering system.

[0032] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0033] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in sequences other than those illustrated or described herein.

[0034] The above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A high-rigidity rear-wheel steering system, comprising a housing and built-in left and right reduction mechanisms; characterized in that, The housing consists of a first main housing, a second main housing, and a connecting housing. The first and second main housings are distributed on the left and right sides of the connecting housing, and the three are connected by bolts. The connecting housing is a solid, integral structure, and its two sides, together with the first and second main housings, respectively, form a drive chamber. The left and right deceleration mechanisms have identical structures but independent functions, each including a drive motor, a transmission rod, a lead screw sleeve, a transmission assembly, a limiting component, and a swing arm connector. The drive motor is mounted on the upper end of the corresponding side main housing, with its output shaft extending into the drive chamber. The transmission rod is built into the lower end of the corresponding side main housing. One end of the transmission rod is connected to the corresponding side main housing via a sliding bearing and is connected to the swing arm connector. The other side surface of the transmission rod is machined with external threads. The lead screw sleeve is connected to the corresponding side main housing via a ball bearing, and its internal thread engages with the external thread of the transmission rod for transmission. One end of the lead screw sleeve extends into the drive chamber and is connected to the drive motor via the transmission assembly. The limiting member is disposed on the transmission rod and is movablely engaged with the corresponding side main housing along the axial direction of the transmission rod, thereby limiting the circumferential rotation of the transmission rod and allowing its axial movement.

2. The rear wheel steering system according to claim 1, characterized in that, The transmission assembly includes a first transmission wheel fixed to the lead screw sleeve and a second transmission wheel fixed to the output shaft of the drive motor. The first transmission wheel and the second transmission wheel are connected by a transmission belt.

3. The rear wheel steering system according to claim 1, characterized in that, Sealing elements are provided at the joints between the first main housing, the second main housing, and the connecting housing.

4. The rear wheel steering system according to claim 1, characterized in that, The limiting component is a retaining ring or a limiting sleeve, which moves axially relative to the corresponding side main housing through the cooperation of a guide groove and a guide key.

5. The rear wheel steering system according to claim 1, characterized in that, The external thread on the surface of the transmission rod is a T-shaped lead screw thread.

6. The rear wheel steering system according to claim 1, characterized in that, The swing arm connector is axially connected between the drive rod and the wheel swing arm by means of bolts or slots.

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