KR101394183B1 - Reducer for vehicle - Google Patents

Reducer for vehicle Download PDF

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Publication number
KR101394183B1
KR101394183B1 KR1020120142105A KR20120142105A KR101394183B1 KR 101394183 B1 KR101394183 B1 KR 101394183B1 KR 1020120142105 A KR1020120142105 A KR 1020120142105A KR 20120142105 A KR20120142105 A KR 20120142105A KR 101394183 B1 KR101394183 B1 KR 101394183B1
Authority
KR
South Korea
Prior art keywords
coupler
motor
magnetic body
lead screw
bushing
Prior art date
Application number
KR1020120142105A
Other languages
Korean (ko)
Inventor
박지형
Original Assignee
주식회사 인팩
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 주식회사 인팩 filed Critical 주식회사 인팩
Priority to KR1020120142105A priority Critical patent/KR101394183B1/en
Application granted granted Critical
Publication of KR101394183B1 publication Critical patent/KR101394183B1/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H02K11/21—Devices for sensing speed or position, or actuated thereby
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H2025/2062—Arrangements for driving the actuator
    • F16H2025/2081—Parallel arrangement of drive motor to screw axis

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

The present invention relates to a reducer for a vehicle which includes a motor which generate rotation force, a coupler, and a reducing unit which is connected to the other end of the coupler and includes a second magnetic element on the upper side thereof. Wherein, the rotation shaft of the motor is inserted into one end of the coupler. A first magnetic element is formed on the other end of the coupler. The first magnetic element and the second magnetic element are arranged to face different polarities. When the axes of the motor and the reducing unit are twisted, the twist is compensated by the magnetic forces of the first magnetic element and the second magnetic element. A space between the motor and the reducing unit is compensated through the coupler.

Description

[0001] DESCRIPTION [0002] REDUCER FOR VEHICLE [

The present invention relates to a vehicle speed reducer, and more particularly, to a speed reducer for a vehicle that reduces vibration and noise by compensating a clearance between a motor and a deceleration portion, and increases the rotating performance by matching the axis of the motor and the deceleration portion.

Generally, a vehicle speed reducer is a device that allows a reduction in the number of revolutions of a drive source (e.g., a motor, etc.) to a required number of revolutions to obtain a higher torque. Such a vehicle speed reducer may be installed in a device such as a driving wheel or a steering device to provide a driving force suitable for a device to be driven.

Such a vehicle speed reducer is disclosed in Korean Patent Registration No. 10-1035854 and Korean Patent Laid-open No. 10-2006-0101622.

FIG. 1 is a front view for explaining a conventional vehicular speed reducer, and FIG. 2 is a sectional view for explaining a conventional vehicular speed reducer of FIG.

1 and 2, a conventional vehicular speed reducer 100 includes a motor 110 for generating a rotational force, a coupler 120 having a rotation shaft of the motor 110 inserted therein and rotated together with the motor 110, And a deceleration unit 130 that is inserted into the other end of the motor 110 to receive the rotational force of the motor 110 to increase and discharge the output. That is, the conventional vehicular speed reducer 100 decelerates the rotational force generated by the motor 110 in the decelerating section 130, increases the output, and discharges the rotational speed to the outside.

The motor 110 splines the rotation shaft to one end of the coupler 120 to rotate the coupler 120 together. The coupler 120 is disposed between the motor 110 and the deceleration unit 130 to transmit the rotational force generated by the motor 110 to the deceleration unit 130. The coupler 120 includes a sleeve therein, and the sleeve serves as a buffer between the rotation axis of the motor 110 and the deceleration section 130.

The deceleration unit 130 includes a plate 131 positioned at a lower portion of the coupler 120, a lead screw 132 inserted through the plate 131 and inserted into the coupler 120, And a guide shaft 134 disposed so as to be spaced apart from the lead screw 132 and passing through the slider 133. [ The deceleration unit 130 rotates the lead screw 132 through the coupler 120 and the slider 133 moves up and down along with the rotation of the lead screw 132. [ At this time, the guide shaft 134 supports the slider 133 so that the slider 133 can move up and down without rotating.

The lead screw 132 forms a gear teeth on the outside and a gear tooth opposed to the gear teeth of the lead screw 132 is formed inside the slider 133 through which the lead screw 132 passes. Therefore, the slider 133 is moved up and down along the rotation of the lead screw 132 by the gear teeth of the slider 133 being engaged with the gear teeth of the lead screw 132.

In such a conventional vehicle speed reducer 100, if the torque is excessively applied to the coupler 120, shock absorption in the sleeve may not be sufficient, and the rotation axis or the deceleration portion 130 of the motor 110 may be damaged. In addition, in the conventional vehicle speed reducer 100, vibration and noise may be increased if the axis of the lead screw 132 is rotated. In addition, the conventional vehicular speed reducer 100 can not compensate for the tilting when the shaft is tilted, resulting in increased vibration and noise, and the durability is degraded.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a vehicle speed reducer capable of precisely controlling the position of a coupler so that an excessive torque load is not applied to the coupler.

It is another object of the present invention to provide a vehicle speed reducer capable of reducing vibration and noise by improving the rotation performance by matching the axis of rotation of the motor and the axis of the lead screw of the deceleration section.

It is another object of the present invention to provide a vehicle speed reducer including a coupler that can reduce vibration and noise by compensating for a rotation error of a rotation shaft of a motor and a lead screw of a deceleration portion, thereby increasing durability.

According to another aspect of the present invention, there is provided a motor including a motor for generating a rotational force, a coupler having a rotation axis of the motor inserted at one end thereof and a first magnetic body at the other end thereof, It is preferable that the first magnetic body and the second magnetic body are disposed so that different poles face each other and compensate for the deviation of the axis of the motor and the deceleration portion due to the magnetic force of each other.

The coupler includes an upper bushing having the rotation shaft of the motor inserted therein and rotating together, an upper coupler formed to surround the upper bushing and rotating together, a lower coupler connected to the lower end of the upper coupler to rotate together, And a sleeve disposed between the upper bushing and the lower bushing for transmitting the rotation of the upper coupler to the lower coupler.

Preferably, the lower magnetic coupler is disposed at a lower end of the lower coupler so as to be spaced apart from the decelerator.

The lower portion of the coupler may be spaced apart from the upper end of the decelerator through an engagement of the lower bushing.

The deceleration unit includes a top plate on which the second magnetic material is disposed, a lead screw inserted into the coupler through the top plate, and a slider which is formed to surround the lead screw and is moved up and down by rotation of the lead screw. .

Preferably, the deceleration unit receives the rotational force generated in the motor by the lead screw, and increases the output through movement of the slider.

It is preferable that the upper bushing includes the third magnetic body arranged at the outer upper end and rotating together.

It is preferable that the third magnetic body is formed in a ring shape and a plurality of magnetic poles are arranged such that the N pole and the S pole are divided at regular intervals along the outer peripheral surface.

Preferably, the position sensor further includes a position sensor fixed at a position spaced apart from one end of the coupler, and the position sensor senses rotation of the third magnetic body.

According to the present invention, the position of the coupler can be precisely controlled so that an excessive torque load is not applied to the coupler by disposing a magnetic body and a position sensor in the coupler and detecting a change in position due to rotation.

According to the present invention, the coupler is controlled through the position sensor so that the axis of rotation of the motor and the axis of the lead screw of the deceleration section coincide with each other, thereby reducing vibration and noise, and improving rotational performance.

According to the present invention, when a magnetic body is provided in a coupler and a magnetic body facing the magnetic body of the coupler is disposed in the deceleration portion, the vibration of the lead screw of the deceleration portion is compensated when the axis of the motor is rotated, There is an effect that can be increased.

1 is a front view for explaining a conventional vehicular speed reducer;
2 is a sectional view for explaining a conventional vehicular speed reducer of FIG. 1;
3 is a perspective view illustrating a vehicle speed reducer according to an embodiment of the present invention.
4 is an exploded view for explaining a vehicle speed reducer of Fig. 3;
5 is a sectional view for explaining a vehicle speed reducer of FIG. 3;
6 is an enlarged view for explaining a coupler connection structure of the vehicular speed reducer of FIG. 3;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

FIG. 3 is a perspective view illustrating a vehicle speed reducer according to an embodiment of the present invention, FIG. 4 is an exploded view illustrating the vehicle speed reducer of FIG. 3, and FIG. 5 is a cross-sectional view illustrating the vehicle speed reducer of FIG.

3 to 5, a vehicle speed reducer 300 according to an embodiment of the present invention includes a motor 310 for generating a rotational force, a first magnetic body 310 at one end of which a rotational axis of the motor 310 is inserted, And a decelerator 330 connected to the other end of the coupler 320 and having a second magnetic body 332 disposed thereon. The vehicle speed reducer 300 transmits the rotational force generated by the motor 310 to the decelerator 330 through the coupler 320 and the decelerator 330 reduces the rotational speed of the rotational force generated by the motor 310 Thereby increasing the output and discharging it to the outside.

The vehicle speed reducer 300 connects the rotation axis of the motor 310 and the deceleration section 330 through the coupler 320 and the coupler 320 coincides with the axis of the rotation axis of the motor 310 and the deceleration section 330 . That is, the vehicle speed reducer 300 can reduce vibration and noise by positioning the rotation axis of the motor 310 and the axis center of the deceleration portion 330 to be coincident with each other.

The motor 310 splines the rotation shaft to one end of the coupler 320. The motor 310 generates a rotational force and transmits it to the coupler 320.

The rotation shaft of the motor 310 is inserted into one end of the coupler 320, and the deceleration portion 330 is inserted into the other end. The coupler 320 transmits the rotational force generated by the motor 310 between the motor 310 and the decelerator 330 and compensates the clearance between the motor 310 and the decelerator 330.

The coupler 320 has a first magnetic body 326 at the lower end and a third magnetic body 325 at the upper end. That is, the coupler 320 has the first magnetic body 326 disposed on the side of the deceleration portion 330 and the third magnetic body 325 disposed on the side of the motor 310.

The decelerating portion 330 is inserted into the other end of the coupler 320, and the second magnetic body 332 is disposed on the upper portion. That is, the deceleration unit 330 includes a lead screw 333 splined to the coupler 320, an upper plate 331 disposed at one end of the lead screw 333, and a lead screw 333 formed to surround the lead screw 333 And a lower plate 336 disposed at the other end of the slider 334 and the lead screw 333. The second magnetic material 332 is disposed on the side of the upper plate 331 on the side of the coupler 320.

The deceleration portion 330 also includes a guide shaft 335 formed to penetrate the slider 334 at a position spaced apart from the lead screw 333. [ The deceleration unit 330 receives the rotational force generated by the motor 310 through the coupler 320 to reduce the rotational speed, and increases the output to discharge the rotationally.

The upper plate 331 is provided with a second magnetic body 332 on one side and one end of the lead screw 333 is penetrated on the other side and one end of the guide shaft 335 is fixed. The upper plate 331 supports the lead screw 333 so that the lead screw 333 can be rotated by receiving the rotational force of the motor 310.

The second magnetic body 332 is arranged to face the first magnetic body 326 of the coupler 320 and to face the first magnetic body 326 of the coupler 320 at a different polarity. That is, the second magnetic body 332 allows the coupler 320 to be positioned at a specific position on one side of the upper plate 331 by the magnetic force with the first magnetic body 326.

The lead screw 333 is inserted into the coupler 320 through one end of the upper plate 331. The lead screw 333 is formed with gear teeth on its outer side and moves the slider 334 up and down through rotation. At this time, the guide shaft 335 prevents the slider 334 from rotating so that the slider 334 moves up and down without rotating. The lead screw 333 forms a step on which the coupler 320 is placed at one end so that the height of the coupler 320 is fixed by the step. The coupler 320 whose height is fixed by the lead screw 333 is positioned apart from the upper plate 331.

The slider 334 surrounds the lead screw 333 such that gear teeth opposed to the gear teeth of the lead screw 333 are formed on the inner side and are engaged with each other. That is, the slider 334 can be moved up and down by receiving the rotational force of the lead screw 333 through engagement of the gear teeth. The guide shaft 335 is inserted through the slider 334 and can be moved up and down to prevent rotation by the guide shaft 335. [

A lead screw 333 is rotatably fitted to one side of the lower plate 336, and the guide shaft 335 is fixed.

The deceleration section 330 can increase the output through the ratio of the distance by which the slider 334 is moved in comparison with the number of revolutions of the lead screw 333.

The connection structure of the motor, the coupler, and the decelerator will be described in more detail with reference to FIG.

Fig. 6 is an enlarged view for explaining the coupler connection structure of the vehicular speed reducer of Fig. 3;

Referring to FIG. 6, the rotary shaft of the motor 310 is splined to one end of the coupler 320 and the lead screw 333 of the decelerator 330 is splined to the other end. The coupler 320 transmits the rotational force generated by the motor 310 to the decelerator 330.

The coupler 320 includes an upper bushing 323 inserted and rotated together with a rotation shaft of the motor 310, an upper coupler 321 formed to surround the upper bushing 323 and rotated together, And a lower bushing 324 disposed inside the lower coupler 322 and inserted with a lead screw 333 to rotate the lead screw 333 and the coupler 320 together, And a sleeve 328 disposed between the upper bushing 323 and the lower bushing 324 to transmit rotation of the upper coupler 321 to the lower coupler 322. The coupler 320 has a third magnetic body 325 disposed at the upper end of the upper bushing 323 and rotates together with the first magnetic body 326 disposed at the lower end of the lower coupler 322.

That is, the coupler 320 is formed such that the rotary shaft of the motor 310 is spline coupled to the upper bushing 323 to rotate together, and the leadscrew 333 is splined to the lower bushing 324 to rotate together.

The third magnetic body 325 is formed in a ring shape, and N poles and S poles are divided at regular intervals along the outer peripheral surface to arrange a plurality of magnetic poles. The third magnetic body 325 rotates together with the upper bushing 323 and the upper coupler 321 through the rotational force of the motor 310.

The position sensor 327 is fixed at a position spaced apart from the upper end of the upper coupler 321 and senses a change in position due to the rotation of the motor 310 through a magnetic pole that changes with rotation of the third magnetic body 325. The coupler 320 is disposed at a different polarity from the second magnetic body 332 disposed to face the first magnetic body 326, and can compensate for the displacement when the axial center is distorted through the magnetic force of each other.

The coupler 320 mitigates the shock generated when the rotation shaft of the motor 310 and the lead screw 333 rotate through the sleeve 328 disposed between the upper bushing 323 and the lower bushing 324.

The operation of the vehicle speed reducer 300 according to an embodiment of the present invention having the above-described structure will be briefly described.

The vehicle speed reducer 300 connects the rotation shaft of the motor 310 and the lead screw 333 of the deceleration unit 330 through the coupler 320. The coupler 320 rotates the rotational force generated by the motor 310, (333). At this time, the coupler 320 can detect the rotation performance of the motor 310 and the decelerator 330 by sensing the change in position of the third magnetic body 325 with the position sensor 327.

The vehicle speed reducer 300 further includes a first magnetic body 326 disposed at a lower end of the coupler 320 and a second magnetic body 332 disposed at a position opposite to the first magnetic body 326 at an upper end of the decelerator 330 So that it is possible to compensate for the deviation when the axis is distorted. The vehicle speed reducer 300 facilitates assembling the coupler 320 to the decelerator 330 by the magnetic force between the first magnetic body 326 and the second magnetic body 332 and the position of the coupler 320 Can be fixed.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is understandable. Accordingly, the true scope of the present invention should be determined by the following claims.

300: Reducer for vehicle 310: Motor
320: coupler 321: upper coupler
322: lower coupler 323: upper bushing
324: Lower bushing 325: Third magnetic body
326: first magnetic body 327: position sensor
328: Sleeve 330:
331: upper plate 332: second magnetic body
333: lead screw 334: slider
335: guide shaft 336: lower plate

Claims (9)

A motor generating a rotational force;
A coupler having a rotation axis of the motor inserted at one end and a first magnetic body at the other end; And
And a deceleration part connected to the other end of the coupler and having a second magnetic body disposed thereon, wherein the first magnetic body and the second magnetic body are arranged with mutually opposite poles, and the motor and the deceleration To compensate for the deviation of the axis of the wealth,
Wherein the coupler includes an upper bushing in which a rotary shaft of the motor is inserted and rotated together,
An upper coupler formed to surround the upper bushing and rotated together,
A lower coupler connected to the lower end of the upper coupler and rotating together,
A lower bushing disposed inside the lower coupler and into which the deceleration portion is inserted,
And a sleeve disposed between the upper bushing and the lower bushing to transmit rotation of the upper coupler to the lower coupler,
And the lower magnetic coupler is disposed at a lower end thereof so that the first magnetic body is spaced apart from the decelerator. delete delete The method according to claim 1,
The deceleration section
And the lower bushing is engaged with the lower bushing so that the lower end of the coupler and the upper end of the reduction portion are spaced apart from each other through the engagement of the lower bushing. The method according to claim 1,
The deceleration section
A lead screw inserted into the coupler through the upper plate, and a slider formed to surround the lead screw and moved up and down by rotation of the lead screw. . 6. The method of claim 5,
The deceleration section
Wherein a rotational force generated in the motor is transmitted to the lead screw, and the output is increased through movement of the slider. The method according to claim 1,
The upper bushing
And the third magnetic body is disposed on the outer upper end and rotates together. 8. The method of claim 7,
The third magnetic body
And a plurality of magnetic poles are arranged such that the N pole and the S pole are divided at regular intervals along the outer circumferential surface. 9. The method of claim 8,
Further comprising a position sensor fixed at a position spaced apart from one end of the coupler, wherein the position sensor senses rotation of the third magnetic body.
KR1020120142105A 2012-12-07 2012-12-07 Reducer for vehicle KR101394183B1 (en)

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KR1020120142105A KR101394183B1 (en) 2012-12-07 2012-12-07 Reducer for vehicle

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KR1020120142105A KR101394183B1 (en) 2012-12-07 2012-12-07 Reducer for vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021502525A (en) * 2017-11-12 2021-01-28 リナック エー／エス Linear actuator

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09254046A (en) * 1996-03-26 1997-09-30 Matsushita Electric Works Ltd Electric driver
US20030200828A1 (en) 2002-04-30 2003-10-30 Eastman Kodak Company Rotational stop
JP2009106125A (en) * 2007-10-25 2009-05-14 Honda Motor Co Ltd Motor rotation angle detection device
JP2012167747A (en) 2011-02-15 2012-09-06 Canon Precision Inc Motor device with magnet clutch and equipment with the same

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09254046A (en) * 1996-03-26 1997-09-30 Matsushita Electric Works Ltd Electric driver
US20030200828A1 (en) 2002-04-30 2003-10-30 Eastman Kodak Company Rotational stop
JP2009106125A (en) * 2007-10-25 2009-05-14 Honda Motor Co Ltd Motor rotation angle detection device
JP2012167747A (en) 2011-02-15 2012-09-06 Canon Precision Inc Motor device with magnet clutch and equipment with the same

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021502525A (en) * 2017-11-12 2021-01-28 リナック エー／エス Linear actuator
JP7269233B2 (en) 2017-11-12 2023-05-08 リナック エー／エス linear actuator
US11821496B2 (en) 2017-11-12 2023-11-21 Linak A/S Linear actuator

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