Vehicle actuator with high self-locking force

Abstract

Disclosed in the present application is a vehicle actuator with high self-locking force, comprising a shell, and an output main shaft, an electric motor assembly, a supporting member, a first reduction gear set and a second reduction gear set which are all arranged in the shell, wherein at least one side of the shell is provided with a connecting hole; one end of the output main shaft is rotatably connected to the connecting hole; the electric motor assembly is located on one side of the output main shaft; the supporting member is arranged on the axial side of the electric motor assembly; a circuit board is injection-molded in the supporting member, and the electric motor assembly is connected to the circuit board; a first mounting shaft set matching the first reduction gear set is provided on the side of the supporting member away from the electric motor assembly, and the first reduction gear set is arranged on the side of the supporting member away from the electric motor assembly by means of the first mounting shaft set; and the first reduction gear set is in transmission connection with the electric motor assembly, and the output main shaft is in transmission connection with the first reduction gear set by means of the second reduction gear set. The vehicle actuator of the present application has a high reduction ratio and high self-locking force, and can thus maintain the stability and locking performance of the position thereof when the power supply is cut off; the overall size is compact; and the vehicle actuator involves a simple assembly process, and has structural stability and low cost.

Description

A high self-locking force automobile actuator Technical Field

[0001] The utility model relates to the technical field of automobile actuators, in particular to an automobile actuator with high self-locking force. Background Art

[0002] The motor output reduction mechanism within an automotive actuator uses a multi-stage gear set to reduce output speed and increase output torque. To meet the requirements of high output torque and high self-locking force, an additional reduction gear stage is required. Conventional technology typically installs this reduction gear by providing a reduction gear shaft on the housing. However, due to the motor inside the actuator, the initial reduction gear, which meshes with the motor rotor gear, is constrained by the motor's stator, and its mounting axis is confined to the motor's stator slot (see Fig. 6A of German Patent DE102018106916A1). This results in a large center-to-center distance between the initial reduction gear shaft and the motor rotor shaft. Since the center-to-center distance between the actuator's output main shaft and the motor rotor shaft is fixed, the number of gears within an automotive actuator typically does not exceed six. If additional reduction gears are required, the actuator's internal mounting space must be increased. However, a larger actuator would occupy mounting space for other components within the vehicle, ultimately resulting in a less compact overall design.

[0003] Therefore, in view of the above-mentioned technical problems, it is necessary to make new innovations.

[0004] Utility Model Content

[0005] The purpose of this utility model is to solve the deficiencies in the prior art, and therefore proposes a high self-locking force automobile actuator, the specific solution is as follows:

[0006] A high self-locking force automobile actuator, which includes a housing and an output spindle, a motor assembly, a support member, a first reduction gear group and a second reduction gear group, all of which are arranged in the housing. At least one side of the housing is provided with a connecting hole communicating with its inner cavity, one end of the output spindle is rotatably connected to the connecting hole, the motor assembly is located on one side in the radial direction of the output spindle, the support member is provided on one side in the axial direction of the motor assembly, a circuit board is injection-molded in the support member, the motor assembly is connected to the circuit board, a first mounting shaft group matching the first reduction gear group is provided on the side of the support member away from the motor assembly, the first reduction gear group is arranged on the side of the support member away from the motor assembly through the first mounting shaft group, the first reduction gear group is transmission-connected to the motor assembly, and the output spindle and the first reduction gear group are transmission-connected via the second reduction gear group.

[0007] Furthermore, the motor assembly includes a motor stator and a motor rotor, the motor stator is fixedly connected to the housing, a rotor slot is formed in the motor stator, the motor rotor is rotatably arranged in the rotor slot, and one end of the motor rotor in the direction of the rotation axis passes through the support member and is transmission-connected to the first reduction gear set.

[0008] Furthermore, the motor stator is provided with a plurality of first pins electrically connected to it, the shell is provided with a plurality of second pins electrically connected to an external power supply, the circuit board is provided with a plurality of sockets electrically connected to its circuits, and the plurality of sockets correspond one-to-one to the plurality of first pins and the plurality of second pins. When the support member is provided in the shell, the first pin or the second pin is connected to the corresponding socket.

[0009] Furthermore, the motor stator includes a coil bracket and a coil arranged on the coil bracket, the coil is electrically connected to the first pin, a motor accommodating groove is provided on the inner wall of the shell corresponding to the motor assembly, the coil bracket is arranged in the motor accommodating groove, the coil bracket and the motor accommodating groove are interference fit, and the coil bracket is fixedly connected to the shell.

[0010] Furthermore, the inner wall of the motor accommodating groove is formed with a plurality of positioning surfaces, and the coil bracket is provided with matching surfaces corresponding to the positioning surfaces, and the matching surfaces are interference fit with the corresponding positioning surfaces.

[0011] Furthermore, a positioning structure is provided between the support member and the shell.

[0012] Furthermore, the support member is fixedly connected to the shell.

[0013] Furthermore, a gear structure is provided on the output main shaft, and a second mounting shaft group matching the second reduction gear group is provided on the inner wall of the shell. The second reduction gear group is arranged between the output main shaft and the motor assembly through the second mounting shaft group, and the second reduction gear group is respectively engaged with the gear structure and the first reduction gear group.

[0014] Furthermore, the output spindle is hollow tubular; or

[0015] The end of the output main shaft is provided with a connecting groove.

[0016] Compared with the prior art, the high self-locking force automobile actuator of the present application has at least one or more of the following Beneficial effects:

[0017] The high self-locking force automotive actuator of the present application, by providing a support member on one axial side of the motor assembly, allows for the placement of a primary reduction gear set on the axial side of the motor assembly. Since the mounting shaft of the primary reduction gear set is disposed on the support member and located on the axial side of the motor assembly, the mounting shafts of the primary reduction gear set are not restricted by the motor stator, and the position and number of the mounting shafts can be flexibly arranged as needed, thereby enabling the placement of a larger number of primary reduction gears within a limited space, improving the reduction ratio and self-locking force, and enabling the automotive actuator to maintain position stability and locking performance even when the power supply is cut off. This also saves space and makes the overall size of the automotive actuator more compact. The mounting shaft of the reduction gear set is injection-molded on the support member, and the circuit board is also injection-molded inside the support member. Sockets are reserved on the circuit board, and the connection to the motor and external power supply is achieved by an interference fit of pins and sockets. This simplifies the assembly process, improves the structural stability of the support member, and further saves space. The circuit board can be printed with only the connecting lines between the sockets, directly connecting to an external power supply such as the vehicle-side circuit. No components such as chips are required, which can reduce the cost of the actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] FIG1 is a schematic diagram of the exploded structure of a high self-locking force automobile actuator provided by an embodiment of the present application;

[0019] 2 and 3 are schematic diagrams of the three-dimensional structure of the bottom shell provided in an embodiment of the present application;

[0020] FIG4 is a schematic diagram of the three-dimensional structure of the motor stator provided in an embodiment of the present application;

[0021] FIG5 is a schematic diagram of the arrangement position of the support member in the bottom shell according to an embodiment of the present application;

[0022] FIG6 is a schematic diagram of the three-dimensional structure of a support member provided in an embodiment of the present application;

[0023] FIG7 is a schematic cross-sectional view of a support member provided in an embodiment of the present application when disposed within a bottom housing;

[0024] FIG8 is a schematic diagram of the three-dimensional structure of a first reduction gear set provided in an embodiment of the present application;

[0025] FIG9 is a schematic diagram of the three-dimensional structure of the second reduction gear set provided in an embodiment of the present application when meshing with the output main shaft.

[0026] Among them, 1-housing, 11-connecting hole, 111-sealing ring, 12-second pin, 13-motor accommodating groove, 131-positioning surface, 14-second mounting shaft, 15-bottom shell, 151-rotor shaft, 152-positioning shaft, 153-plug interface structure, 154-riveted shaft, 155-main positioning shaft, 16-upper cover, 2-output main shaft, 21-gear structure, 22-spline, 3-motor assembly, 31-motor stator, 311-rotor slot, 312-first pin, 313-coil bracket, 3131-matching surface, 3132-fixing ear, 3133 -fixing hole, 314-coil, 32-motor rotor, 321-fifth gear unit, 4-support, 41-circuit board, 411-first plug hole, 412-second plug hole, 42-first mounting axis, 43-positioning hole, 44-rivet hole, 45-through hole, 5-first reduction gear set, 51-first reduction gear, 511-first gear unit, 512-second gear unit, 52-second reduction gear, 521-third gear unit, 522-fourth gear unit, 6-second reduction gear set, 61-third reduction gear, 611-sixth gear unit, 612-seventh gear unit, 62-fourth reduction gear, 621-eighth gear unit, 622-ninth gear unit, 63-fifth reduction gear, 631-tenth gear unit, 632-eleventh gear unit. DETAILED DESCRIPTION

[0027] In order to further illustrate the technical means and effects adopted by the present invention to achieve the predetermined purpose of the utility model, the specific implementation method, structure, characteristics and effects of the present invention are described in detail below in conjunction with the accompanying drawings and preferred embodiments.

[0028] Example

[0029] This embodiment provides a high self-locking force automotive actuator, which includes a housing 1 and an output spindle 2, a motor assembly 3, a support member 4, a first reduction gear set 5 and a second reduction gear set 6, all of which are arranged in the housing 1.

[0030] At least one side of the housing 1 is provided with a connection hole 11 communicating with its inner cavity, and one end of the output spindle 2 is rotatably connected to the connection hole 11. As shown in Figure 1, the housing 1 is preferably composed of a bottom shell 15 and an upper cover 16. The bottom shell 15 has an inner cavity, and one side of the bottom shell 15 is provided with an opening communicating with its inner cavity, and the upper cover 16 covers the opening. The upper cover 16 is fixedly connected to the bottom shell 15. The fixing method can be various, such as a snap-fit ​​connection, adhesive fixation, or welding. Preferably, the upper cover 16 and the bottom shell 15 are sealed and fixed by welding to provide waterproof and dustproof effects. Preferably, the connection holes 11 are respectively provided on the bottom wall of the bottom shell 15 and the upper cover 16, with two connection holes 11 corresponding to each other. The two ends of the output spindle 2 are rotatably connected to the two connection holes 11. A sealing ring 111 is preferably provided between the output spindle 2 and the connection holes 11 to provide waterproof and dustproof effects. The output spindle 2 is preferably hollow and tubular, and its inner wall is provided with splines 22, which can be mounted on the driven structure. Of course, the lumen of the output spindle 2 can also be non-through, that is, a connecting groove is provided at the end of the output spindle 2, and the inner wall of the connecting groove is provided with splines 22 for mounting on the driven structure.

[0031] The motor assembly 3 is located on one side of the output spindle 2 in the radial direction. Preferably, the housing 1 is in the shape of a rounded rectangular parallelepiped, as shown in Figures 1 to 3. The output spindle 2 is located near one end of the housing 1 in the longitudinal direction. The motor assembly 3 is located near the other end of the housing 1 in the longitudinal direction. The motor assembly 3 includes a motor stator 31 and a motor rotor 32. The motor stator 31 is fixedly connected to the housing 1. A rotor slot 311 is formed therein. The motor rotor 32 is rotatably disposed within the rotor slot 311. Preferably, the motor stator 31 includes a coil support 313 and a coil 314 disposed on the coil support 313. The motor rotor 32 is a magnet. The axial direction of the coil support 313 is aligned with the axial direction of the output spindle 2. The rotor slot 311 is formed at the axis of the coil support 313. The rotor slot 311 extends through both ends of the coil support 313 in the axial direction. The coil 314 is disposed circumferentially around the rotor slot 311.

[0032] The coil bracket 313 is fixedly connected to the housing 1. Preferably, a motor accommodating groove 13 is provided on the inner side of the bottom wall of the bottom shell 15 corresponding to the motor assembly 3, as shown in Figures 1 to 3. The coil bracket 313 is arranged in the motor accommodating groove 13. Further preferably, the coil bracket 313 and the motor accommodating groove 13 are interference fit, such as a preferred embodiment schematically shown in Figures 2 and 3, in which a plurality of positioning surfaces 131, such as four, are provided at intervals along the circumferential direction on the inner wall of the motor accommodating groove 13; and mating surfaces 3131 are respectively provided on the circumferential wall of the coil bracket 313 corresponding to the positioning surfaces 131, as shown in Figure 4. The mating surface 3131 is interference fit with the corresponding positioning surface 131, and after installation, the motor stator 31 can be restricted from moving in the housing 1. Preferably, the circumferential wall of the coil support 313 is provided with a plurality of fixing ears 3132, for example, four, along the circumferential direction near the upper end thereof. Each fixing ear 3132 is provided with a fixing hole 3133. The coil support 313 can be fixedly connected to the bottom housing 15 via fasteners such as screws through the fixing holes 3133, thereby limiting the displacement of the motor stator 31 in the axial direction.

[0033] The motor stator 31 is provided with a plurality of first pins 312 electrically connected to its coil 314. For example, as shown in FIG4 , four first pins 312 are preferably provided circumferentially spaced apart on the circumferential wall of the coil support 313, with the plug-in ends of the first pins 312 protruding upwardly from the upper end of the coil support 313.

[0034] A rotor shaft 151 is disposed on the inner side of the bottom wall of the bottom housing 15, corresponding to the rotor slot 311. The axis of the rotor shaft 151 aligns with the axis of the motor stator 31, as shown in Figures 1 to 3. The motor rotor 32 is rotatably mounted on the rotor shaft 151. Rotation of the motor rotor 32 is achieved by energizing the coil 314. This is conventional technology and will not be further described here.

[0035] The support member 4 is arranged on one side in the axial direction of the motor assembly 3, that is, on the upper end side of the motor stator 31. The support member 4 is preferably in the shape of a plate, and is arranged perpendicular to the axis of the motor stator 31, as shown in FIG5 . A circuit board 41 is injection-molded in the support member 4, as shown in FIG6 . A plug hole electrically connected to its circuit is provided on the circuit board 41 corresponding to the first pin 312, which is defined as a first plug hole 411. When the support member 4 is arranged in the housing 1, the first pin 312 and the corresponding first plug hole 411 are plugged in and connected, thereby realizing the electrical connection between the motor assembly 3 and the circuit board 41, such as shown in FIG6 . Since the first plug hole 411 is located in the support member 4, a through hole is also required to be provided at the support member 4 corresponding to its first plug hole 411 to ensure that the first pin 312 can smoothly pass through the support member 4 and be plugged in and connected to the corresponding first plug hole 411 on the circuit board 41, as shown in FIG5 and FIG7 .

[0036] A positioning structure is preferably provided between the support member 4 and the housing 1 to achieve positioning installation between the two. For example, in a preferred embodiment shown in Figures 2 and 3, a plurality of positioning shafts 152, such as two, are provided on the inner side of the bottom wall of the bottom shell 15, and the axial direction of the positioning shaft 152 is consistent with the axial direction of the motor stator 31; the support member 4 is provided with a positioning hole 43 corresponding to the positioning shaft 152, as shown in Figure 6. When the support member 4 is provided in the housing 1, the positioning hole 43 on the support member 4 is installed in cooperation with the corresponding positioning shaft 152, as shown in Figure 5. One of the positioning holes 43 is preferably provided near one end of the support member 4 facing the motor assembly 3, and the other positioning hole 43 is preferably provided near one end of the support member 4 facing away from the motor assembly 3. The two positioning holes 43 are further preferably provided diagonally.

[0037] The housing 1 is also provided with a plurality of second pins 12 capable of electrically connecting to an external power source. For example, as shown in Figures 2 and 3, a plurality of second pins 12 are provided on the side of the motor assembly 3 within the bottom shell 15 facing away from the output spindle 2, for example, four second pins 12 distributed along the width of the housing 1. One end of each second pin 12 extends upward within the housing 1. Correspondingly, a plug hole electrically connected to the circuitry of the second pin 12 is provided on the circuit board 41, which is defined as a second plug hole 412, as shown in Figure 6. When the support member 4 is disposed within the housing 1, the second pin 12 and the corresponding second plug hole 412 are interferingly connected, as shown in Figure 5. Similarly, when the second plug hole 412 on the circuit board 41 is located within the support member 4, to ensure that the second pin 12 can smoothly pass through the support member 4 and interferingly connect with the corresponding second plug hole 412 on the circuit board 41, a via hole can be provided on the support member 4 corresponding to the second plug hole 412. The end of the bottom housing 15 facing away from the output spindle 2 is provided with an insert interface structure 153. The other end of the second pin 12 extends into the insert interface structure 153 and can be connected to an external power source or circuit, preferably to the vehicle circuit, which directly controls the driving of the motor assembly 3. The circuit board 41 preferably only prints the connection wiring between the first insert hole 411 and the second insert hole 412, without any components such as chips, thereby reducing the cost of the automotive actuator.

[0038] The support member 4 can be fixed to the upper end of the motor assembly 3 by the interference fit between the first and second pins 312 and the corresponding sockets on the circuit board 41. However, in the preferred embodiment described above, the support member 4 is fixed by the second pin 12 at the end facing the socket structure 153, but the end facing away from the socket structure 153 has no fixing structure. Therefore, there is a risk of the support member 4 tilting away from the socket structure 153. Therefore, it is preferred that the end of the support member 4 facing away from the socket structure 153 is fixedly connected to the bottom shell 15. For example, in a preferred embodiment shown in Figures 5 and 6, a rivet hole 44 is provided at the end of the support member 4 facing away from the socket structure 153. A rivet shaft 154 is provided on the inner side of the bottom wall of the bottom shell 15 corresponding to the rivet hole 44. The rivet shaft 154 is installed in cooperation with the rivet hole 44, and the part of the rivet shaft 154 passing through the rivet hole 44 is hot-melted by a hot riveting process, thereby fixing the support member 4 to the bottom shell 15.

[0039] A first mounting shaft group matching the first reduction gear group 5 is provided on the side of the support member 4 away from the motor assembly 3, and the first reduction gear group 5 is provided on the side of the support member 4 away from the motor assembly 3 through the first mounting shaft group. The first mounting shaft 42 is preferably made of metal and is injection molded on the support member 4, and the axial direction of the first mounting shaft 42 is consistent with the axial direction of the motor assembly 3. The first reduction gear group 5 is connected to the motor assembly 3 through a transmission connection. As shown in Figures 1, 5 and 6, a preferred embodiment is schematically shown in the figure, in which two first mounting shafts 42 are provided on the support member 4. The first reduction gear group 5 preferably includes a first reduction gear 51 and a second reduction gear 52, and the first reduction gear 51 and the second reduction gear 52 are respectively sleeved on the two first mounting shafts 42. The first reduction gear 51 includes a first gear portion 511 and a second gear portion 512 from top to bottom along the axis, and the diameter of the first gear portion 511 is larger than the diameter of the second gear portion 512; the second reduction gear 52 includes a third gear portion 521 and a fourth gear portion 522 from top to bottom along the axis direction, and the diameter of the third gear portion 521 is smaller than the diameter of the fourth gear portion 522, and the fourth gear portion 522 is meshed with the second gear portion 512, as shown in Figures 1 and 8.

[0040] A fifth gear portion 321 is provided at one end of the motor rotor 32 in the direction of the rotation axis, that is, the end facing the support member 4, as shown in Figure 1. The fifth gear portion 321 passes through the support member 4 and meshes with the first gear portion 511. Specifically, a through-opening 45 is provided on the support member 4 at a position corresponding to the rotor slot 311, as shown in Figures 1, 5, and 6. Similarly, if a circuit board 41 is provided at the through-opening 45, the through-opening 45 extends through the circuit board 41. The fifth gear portion 321 passes through the through-opening 45 and meshes with the first gear portion 511.

[0041] The output main shaft 2 is connected to the first reduction gear set 5 via the second reduction gear set 6. The output main shaft 2 is provided with a gear structure 21, as shown in Figures 1 and 9; the inner wall of the housing 1 is provided with a second mounting shaft set that matches the second reduction gear set 6. The second reduction gear set 6 is disposed between the output main shaft 2 and the motor assembly 3 via the second mounting shaft set, and the second reduction gear set 6 is meshed with the gear structure 21 and the first reduction gear set 5, respectively. As shown in Figures 2, 3 and 5, a preferred solution is schematically shown in the figure. Three second mounting shafts 14 are provided on the inner side of the bottom wall of the bottom shell 15. The second reduction gear set 6 preferably includes a third reduction gear 61, a fourth reduction gear 62 and a fifth reduction gear 63. The third reduction gear 61, the fourth reduction gear 62 and the fifth reduction gear 63 are respectively sleeved on the three second mounting shafts 14; the third reduction gear 61 includes a sixth gear portion 611 and a seventh gear portion 612 in sequence from top to bottom along the axis, and the diameter of the sixth gear portion 611 is larger than the diameter of the seventh gear portion 612; the fourth reduction gear 62 ... The lower portion includes an eighth gear portion 621 and a ninth gear portion 622 in sequence, wherein the diameter of the eighth gear portion 621 is larger than that of the ninth gear portion 622; the fifth reduction gear 63 includes a tenth gear portion 631 and an eleventh gear portion 632 in sequence from top to bottom along the axial direction, wherein the diameter of the tenth gear portion 631 is smaller than that of the eleventh gear portion 632; the sixth gear portion 611 is meshed with the third gear portion 521, the seventh gear portion 612 is meshed with the eighth gear portion 621, the ninth gear portion 622 is meshed with the eleventh gear portion 632, and the tenth gear portion 631 is meshed with the gear structure 21, as shown in Figures 1 and 9. Thus, when the motor rotor 32 is driven to rotate, the output main shaft 2 can be driven to rotate. By arranging the first mounting shaft group on the support member 4, the reduction gear can be arranged above the motor assembly 3, thereby saving space. By utilizing the space above the motor assembly 3 to increase the number of reduction gears, the reduction ratio and torque can be increased, and the self-locking force is the motor's cogging torque * reduction ratio * efficiency. Therefore, while increasing the reduction ratio, the self-locking force can also be increased, allowing the automotive actuator to maintain stability and locking in its position when the power supply is cut off.

[0042] In a further embodiment, to ensure the stability of each axis, slots are preferably provided on the inner side of the upper cover 16 corresponding to the rotor axis 151, each positioning axis 152, and each mounting axis. When the upper cover 16 is placed on the bottom shell 15, the slots cooperate with the free ends of the corresponding axes to form a positioning. At the same time, to facilitate the accurate closing of the cover body on the bottom shell 15, another main positioning axis 155 is preferably provided on the inner side of the bottom wall of the bottom shell 15. The axial direction of the main positioning axis 155 is consistent with the axial direction of the motor assembly 3. For example, in the hexagonal prism structure shown in Figures 2, 3, and 5, a slot is also provided on the inner side of the upper cover 16 corresponding to the main positioning axis 155. During assembly, the slots can cooperate with the positioning axis 152 and other axes to accurately locate the closing position of the cover body.

[0043] Finally, it should be noted that the above definitions of “several” and “group” should be understood broadly, and should be understood to include both one and multiple.

[0044] Compared with the prior art, the high self-locking force automobile actuator of the present application has at least one or more of the following beneficial effects:

[0045] The high self-locking force automotive actuator of the present application, by providing a support member on one axial side of the motor assembly, allows for the placement of a primary reduction gear set on the axial side of the motor assembly. Since the mounting shaft of the primary reduction gear set is disposed on the support member and located on the axial side of the motor assembly, the mounting shafts of the primary reduction gear set are not restricted by the motor stator, and the position and number of the mounting shafts can be flexibly arranged as needed, thereby enabling the placement of a larger number of primary reduction gears within a limited space, improving the reduction ratio and self-locking force, and enabling the automotive actuator to maintain position stability and locking performance even when the power supply is cut off. This also saves space and makes the overall size of the automotive actuator more compact. The mounting shaft of the reduction gear set is injection-molded on the support member, and the circuit board is also injection-molded inside the support member. Sockets are reserved on the circuit board, and the connection to the motor and external power supply is achieved by an interference fit of pins and sockets. This simplifies the assembly process, improves the structural stability of the support member, and further saves space. The circuit board can be printed with only the connecting lines between the sockets, directly connecting to an external power supply such as the vehicle-side circuit. No components such as chips are required, which can reduce the cost of the actuator.

[0046] As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion of elements other than the listed elements and may also include additional elements not specifically listed.

[0047] In this document, directional terms such as front, back, top, and bottom are defined based on the positions of components in the accompanying drawings and relative to each other, and are intended only for clarity and convenience in describing the technical solution. It should be understood that the use of these directional terms should not limit the scope of protection claimed in this application.

[0048] In the absence of conflict, the above embodiments and features in the embodiments may be combined with each other.

[0049] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A high self-locking force automobile actuator, characterized in that: The invention comprises a housing (1) and an output main shaft (2), a motor assembly (3), a support member (4), a first reduction gear group (5) and a second reduction gear group (6) all arranged in the housing (1); at least one side of the housing (1) is provided with a connection hole (11) communicating with its inner cavity; one end of the output main shaft (2) is rotatably connected to the connection hole (11); the motor assembly (3) is located on one side of the output main shaft (2) in the radial direction; the support member (4) is arranged on one side of the motor assembly (3) in the axial direction; and a circuit is injection-molded in the support member (4). The motor assembly (3) is connected to the circuit board (41), and a first mounting shaft group matching the first reduction gear group (5) is provided on a side of the support member (4) away from the motor assembly (3). The first reduction gear group (5) is provided on a side of the support member (4) away from the motor assembly (3) through the first mounting shaft group. The first reduction gear group (5) is connected to the motor assembly (3) by transmission, and the output main shaft (2) is connected to the first reduction gear group (5) by transmission via the second reduction gear group (6).

2. The high self-locking force automobile actuator according to claim 1, characterized in that: The motor assembly (3) comprises a motor stator (31) and a motor rotor (32); the motor stator (31) is fixedly connected to the housing (1); a rotor slot (311) is formed in the motor stator (31); the motor rotor (32) is rotatably disposed in the rotor slot (311); one end of the motor rotor (32) in the direction of the rotation axis passes through the support member (4) and is transmission-connected to the first reduction gear set (5).

3. The high self-locking force automobile actuator according to claim 2, characterized in that: The motor stator (31) is provided with a plurality of first plug pins (312) electrically connected thereto, the housing (1) is provided with a plurality of second plug pins (12) electrically connected to an external power supply, the circuit board (41) is provided with a plurality of plug holes electrically connected to its circuits, the plurality of plug holes corresponding to the plurality of first plug pins (312) and the plurality of second plug pins (12) one by one, and when the support member (4) is provided in the housing (1), the first plug pin (312) or the second plug pin (12) is plugged into and connected to the corresponding plug hole.

4. The high self-locking force automobile actuator according to claim 3, characterized in that: The motor stator (31) includes a coil support (313) and a coil (314) arranged on the coil support (313); the coil (314) is electrically connected to the first pin (312); a motor receiving groove (13) is provided on the inner wall of the housing (1) corresponding to the motor assembly (3); the coil support (313) is arranged in the motor receiving groove (13); the coil support (313) and the motor receiving groove (13) are interference-fitted; and the coil support (313) is fixedly connected to the housing (1).

5. The high self-locking force automobile actuator according to claim 4, characterized in that: The inner wall of the motor accommodating groove (13) is formed with a plurality of positioning surfaces (131), and the coil bracket (313) is provided with matching surfaces (3131) corresponding to the positioning surfaces (131), and the matching surfaces (3131) are interference-fitted with the corresponding positioning surfaces (131).

6. The high self-locking force automobile actuator according to claim 1, characterized in that: A positioning structure is provided between the support member (4) and the housing (1).

7. The high self-locking force automobile actuator according to claim 1, characterized in that: The support member (4) is fixedly connected to the housing (1).

8. The high self-locking force automobile actuator according to claim 1, characterized in that: The output main shaft (2) is provided with a gear structure (21), and the inner wall of the housing (1) is provided with a second mounting shaft group matching the second reduction gear group (6). The second reduction gear group (6) is arranged between the output main shaft (2) and the motor assembly (3) through the second mounting shaft group, and the second reduction gear group (6) is respectively engaged with the gear structure (21) and the first reduction gear group (5).

9. The high self-locking force automobile actuator according to claim 1, characterized in that: The output main shaft (2) is hollow tubular; or The end of the output main shaft (2) is provided with a connecting groove.

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