U.S. patent application number 09/836874 was filed with the patent office on 2002-10-17 for gearing without backlash for electric power steering.
Invention is credited to Menjak, Ratko, Menjak, Zdravko.
Application Number | 20020148673 09/836874 |
Document ID | / |
Family ID | 25272942 |
Filed Date | 2002-10-17 |
United States Patent
Application |
20020148673 |
Kind Code |
A1 |
Menjak, Zdravko ; et
al. |
October 17, 2002 |
GEARING WITHOUT BACKLASH FOR ELECTRIC POWER STEERING
Abstract
A steering gear system for an electric power steering system
includes a motor, a gearing mechanism driven by the motor, a drive
gear in mechanical communication with the gearing mechanism, a ball
nut driven by the drive gear, and a rack laterally positioned
through the ball nut and configured to translate the ball nut upon
rotation thereof. The gearing mechanism includes a pinion and a
sub-pinion in mechanical communication with each other held
together but urged apart by a resilient member disposed
therebetween. The pinion is urged away from a rotor shaft of the
motor by at least one spring to compensate for angular motion of
the pinion on the rotor shaft. Helical gear threads disposed on the
pinion and sub-pinion are configured to engage corresponding
threads on the drive gear. The resilient member forces the flanks
of the threads on the pinion and the sub-pinion to remain in
contact with corresponding threads on the drive gear regardless of
the direction of rotation of the pinion/sub-pinion assembly.
Inventors: |
Menjak, Zdravko; (Troy,
MI) ; Menjak, Ratko; (Frankenmuth, MI) |
Correspondence
Address: |
EDMUND P. ANDERSON
DELPHI TECHNOLOGIES, INC.
Legal Staff, Mail Code: 480-414-420
P.O. Box 5052
Troy
MI
48007-5052
US
|
Family ID: |
25272942 |
Appl. No.: |
09/836874 |
Filed: |
April 17, 2001 |
Current U.S.
Class: |
180/444 |
Current CPC
Class: |
B62D 5/0424 20130101;
F16H 55/18 20130101; Y10T 74/19898 20150115 |
Class at
Publication: |
180/444 |
International
Class: |
B62D 005/04 |
Claims
1. A steering gear system for an electric power steering system,
comprising: a motor having a rotor shaft extending therefrom; a
gearing mechanism, comprising, a pinion driven by said motor, a
sub-pinion in mechanical communication with said pinion, at least
one spring positioned between an inner surface of said pinion and
an outer surface of said rotor shaft, said at least one spring
being configured to urge said pinion away from said outer surface
of said rotor shaft, and a resilient member disposed between said
pinion and said sub-pinion, said resilient member being configured
to urge said pinion and said sub-pinion in opposing directions; and
a rack in mechanical communication with said gearing mechanism,
said rack having end portions connectable to steerable wheels of a
motor vehicle.
2. The steering gear system for the electric power steering system
of claim 1 wherein said pinion comprises a body portion and a
protrusion depending therefrom.
3. The steering gear system for the electric power steering system
of claim 2 wherein said sub-pinion comprises a body portion that is
adapted to receive said protrusion depending from said body portion
of said pinion.
4. The steering gear system for the electric power steering system
of claim 3 wherein a retaining ring is positioned over said
protrusion of said body portion of said pinion when said protrusion
extends through said body portion of said sub-pinion.
5. The steering gear system for the electric power steering system
of claim 3 wherein said protrusion depending from said body portion
of said pinion further comprises an outer set of splines disposed
on said protrusion and wherein a hole extending through said body
portion of said sub-pinion further comprises an inner set of
splines disposed on an inner surface thereof, said outer splines
and said inner splines being configured to engage each other.
6. The steering gear system for the electric power steering system
of claim 3 wherein said sub-pinion further comprises a recess
disposed concentrically about a hole extending therethrough, said
recess being dimensioned to retain said resilient member, and said
recess being configured to accommodate said resilient member such
that said resilient member is in direct communication with said
pinion and urges said pinion away from said sub-pinion.
7. The steering gear system for the electric power steering system
of claim 3 wherein said pinion further comprises a recess disposed
concentrically about said protrusion, said recess being dimensioned
to retain said resilient member, and said recess being configured
to accommodate said resilient member such that said resilient
member is in direct communication with said sub-pinion and urges
said sub-pinion away from said pinion.
8. The steering gear system for the electric power steering system
of claim 1 wherein said at least one spring is frictionally
retained between said inner surface of said pinion and said outer
surface of said rotor shaft.
9. The steering gear system for the electric power steering system
of claim 8 wherein said at least one spring is recessed into said
inner surface of said pinion.
10. The steering gear system for the electric power steering system
of claim 8 wherein said at least one spring is recessed into said
outer surface of said rotor shaft.
11. The steering gear system for the electric power steering system
of claim 8 wherein said at least one spring comprises a ring-shaped
body portion.
12. The steering gear system for the electric power steering system
of claim 3 wherein an outer surface of said pinion and an outer
surface of said sub-pinion are configured to threadedly engage a
drive gear to effectuate mechanical communication between said rack
and said gearing mechanism.
13. The steering gear system for the electric power system of claim
3 wherein an outer surface of said pinion has a sprocket attached
thereto and wherein said sprocket is configured to drive said rack
with a chain (139) connecting between said sprocket and said
rack.
14. The steering gear system for the electric power system of claim
3 wherein an outer surface of said sub-pinion has a sprocket
attached thereto and wherein said sprocket is configured to drive
said rack with a chain connecting between said sprocket and said
rack.
15. The steering gear system for the electric power steering system
of claim 1 wherein said rack comprises a ball screw driven by a
ball nut in mechanical communication with said drive gear.
16. The steering gear system for the electric power steering system
of claim 1 wherein said gearing mechanism is enclosed in a housing.
Description
TECHNICAL FIELD
[0001] This invention relates to the elimination of backlash
between gears, and, more particularly, to the elimination of
backlash between the meshed gearing in an electric power steering
system.
BACKGROUND
[0002] In the prior art, rack and pinion steering devices for motor
vehicles are well known and generally comprise a motor driven
pinion that rotates a nut through which a steering rod translates.
The rack forms a part of the steering rod to which steerable wheels
of the motor vehicle are attached. In these prior art steering
devices, backlash, or clearance around a tooth of the driver gear
as it fills the space between two teeth of the driven gear, is
necessary in order to permit relative motion between the two gears.
In a gear system with no backlash, the meshing of the teeth between
the gears will be so tight that, absence any deflection of the
teeth, the gears will bind and cause the system to jam. However, in
a gear system with any degree of backlash, an audible noise known
as "lash" is produced by the contact of the teeth of one gear with
the teeth of another gear. While lash is not indicative of a defect
in the gearing system, it often proves to be an annoyance and it is
therefore desired to be minimized as much as practicable.
[0003] Various attempts to de-lash gear systems are also well known
in the prior art. In a rack and pinion system in which the gear
sets are of a parallel axis structure, shims may be used to bias
the pinion against the rack. The use of shims, however, requires a
significant amount of trial and error technique in order to find
the correct amount of backlash needed to allow the system to
function properly. Furthermore, the installation of shims within a
gearing system requires periodic maintenance to correct any slight
changes in the system that occur over time due to vibration and
normal use.
[0004] Coil springs are also often used to load rack and pinion
systems and to urge a rack shaft resiliently against a pinion shaft
to adjust the backlash and eliminate any lost motion between the
two gears. In a variation of this system, the pinion may be
resiliently urged against the rack. In either system utilizing
resilient coil springs, the loading of either the pinion or the
rack in one direction takes up the clearance between the teeth of
the rack and the teeth of the pinion. However, because in the
driving of a gear there is generally only single flank contact
between the teeth of the pinion and the teeth of the rack, the
driving of the pinion in the opposite direction will usually result
in lost motion and cause backlash.
[0005] Still another system used to drive the rack is a belt
transmission system. In such a system, the pinion drives a pulley,
which is connected to the ball nut with a belt. Rotation of the
pulley necessitates the movement of the belt, which drives the ball
nut, thereby causing the ball screw, which is integrally formed
with the rack, to translate the ball nut. In such a system,
backlash is initially eliminated due to the absence of gears;
however, over time the belt stretches and the slack in the belt
introduces a certain amount of backlash to the system. Because the
belt stretches, corrective maintenance is required on a more
frequent basis. Furthermore, replacement of worn or broken belts is
often a difficult task that requires at least partial disassembly
of the rack and pinion system.
SUMMARY
[0006] A steering gear system is described for an electric power
steering system in which a directional change in the driving of a
pinion will limit the amount of backlash experienced by the rack
and pinion gears or eliminate the backlash altogether. The system
will further limit the amount of backlash between a rotor shaft of
a drive motor and the pinion when the pinion or the rotor shaft are
moved angularly relative to each other. The steering gear system
utilizes a gearing mechanism in which a pinion and a sub-pinion are
urged apart by a resilient member such that the threads on each are
always in contact with the flanks of the teeth on the rack. The
steering gear also utilizes at least one spring placed between the
rotor shaft and the pinion to enable rotor shaft to "float" within
the pinion in order to compensate for angular motion of the rotor
shaft relative to the pinion.
[0007] The steering gear system includes a motor, a gearing
mechanism driven by the motor, a drive gear in mechanical
communication with the gearing mechanism, a ball nut driven by the
drive gear, and a rack laterally positioned through the ball nut
and configured to translate the ball nut upon rotation thereof. The
gearing mechanism includes a pinion and a sub-pinion in mechanical
communication with each other held in union but urged apart by a
resilient member disposed therebetween and at least one spring
positioned between an inner surface of the pinion and an outer
surface of the rotor shaft. Helical gear threads disposed on the
pinion and sub-pinion are configured to engage corresponding
threads on the drive gear. The resilient member forces the flanks
of the threads on the pinion and the sub-pinion to remain in
contact with corresponding threads on the drive gear regardless of
the direction of rotation of the pinion/sub-pinion assembly.
[0008] The pinion comprises a body portion and a protrusion, and
the sub-pinion comprises a body portion and a hole configured to
receive the protrusion of the pinion. Splines are disposed on the
outside surface of the protrusion and the inside surface of the
hole of the sub-pinion and are inter-engageable to prevent the
axial rotation of the pinion relative to the sub-pinion. A
retaining ring is positioned over the part of the protrusion that
extends through the body portion of the sub-pinion to hold the
pinion and the sub-pinion in union. The spring between the pinion
and the rotor shaft, which may be frictionally retained
therebetween or recessed into either the pinion or the rotor shaft,
is a ring-shaped member configured to deform in a radial direction
when flexed in an axial direction and is configured to urge the
pinion away from the outer surface of the rotor shaft when the
spring is received over the rotor shaft. The resilient member is
configured to urge the pinion and the sub-pinion apart as each are
held in union and is positioned in a channel either in the body of
the sub-pinion concentrically about the hole or in the body of the
pinion concentrically about the protrusion. The entire gearing
mechanism may be enclosed in a housing installable in the engine
compartment of the motor vehicle.
[0009] The above system eliminates the backlash associated with the
directional changes of pinions of the prior art as well as backlash
caused by angular movement of the rotor shaft relative to the
pinion. The elimination of backlash improves the performance,
quality, and efficiency of the gearing system by maintaining
contact between the teeth of the pinion and the teeth of the rack
while eliminating the intermittent contact therebetween, which can
contribute to wear of the teeth of the system. The elimination of
intermittent contact between the teeth of the gears further serves
to limit the amount of noise generated by the system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a side elevation sectional view of a steering gear
system incorporating a gearing mechanism comprising a pinion and
sub-pinion in mechanical communication with each other and urged
apart by a resilient member and positioned on a rotor shaft of a
motor.
[0011] FIG. 2A is a cross section view of the gearing
mechanism.
[0012] FIG. 2B is a perspective view of the gearing mechanism.
[0013] FIG. 3 is a perspective view of an alternate embodiment of a
gearing mechanism drivable by a chain and sprocket arrangement.
[0014] FIG. 4 is a schematic view of the thread contact made
between the gear mechanism, and a ball nut drive gear.
DETAILED DESCRIPTION
[0015] Referring to FIG. 1, a steering gear system for an electric
power steering system is shown generally at 10. Steering gear
system 10 comprises a motor 12, a gearing mechanism, shown
generally at 14, driven by motor 12, a drive gear 16 driven by
gearing mechanism 14, at least one spring 21 disposed between a
rotor shaft 26 and gearing mechanism 14, a ball nut 18 rotatably
supported by bearings 20 and driven by drive gear 16, and a rack,
shown generally at 22, that translates ball nut 18 and has end
portions that are connectable to steerable wheels (not shown) of a
motor vehicle. Gearing mechanism 14 is enclosed in a housing 24 and
is mounted so as to rotate the steerable wheels out of the plane in
which the motor vehicle is traveling to effectuate a change in
direction of the motor vehicle.
[0016] Steering gear system 10 is configured to change the axially
rotational motion of rotor shaft 26 of motor 12 into the lateral
movement of rack 22. Motor 12, the structure and operation of which
are well known in the art, is positioned within steering gear
system 10 such that rotor shaft 26 of motor 12 is parallel with
rack 22 and in direct communication with ball nut 18 through
springs 21, gearing mechanism 14, and drive gear 16. Gearing
mechanism 14 is described in greater detail below. Ball nut 18 is
in mechanical communication with a ball screw 28, which forms an
intermediate portion of rack 22, and which translates through ball
nut 18 upon rotation of rotor shaft 26. The structure and operation
of both ball nut 18 and ball screw 28 are well known in the
art.
[0017] Referring now to FIGS. 2A and 2B, gearing mechanism 14 is
shown in greater detail. Gearing mechanism 14 comprises a pinion,
shown generally at 30, and a sub-pinion, shown generally at 32,
connected together in an intimate relationship and biased apart by
a resilient member 40. Pinion 30 and sub-pinion 32 are configured
to have male and female orientations respectively, thereby allowing
pinion 30 to be received in sub-pinion 32. In a preferred
embodiment, threads 46 form helical gear teeth on the outside of
pinion 30 and threads 48 form helical gear teeth on the outside of
sub-pinion 32. The helical gear teeth engage corresponding threads
(shown below with reference to FIG. 4) that form helical gear teeth
on the drive gear. Pinion 30 comprises a body portion 34 and a
protrusion 36. Protrusion 36 has splines 29, the faces of which are
shown, positioned thereupon. Protrusion 36 is received in and
extends through a hole (not shown) in a body portion 33 of
sub-pinion 32, the inside surface of which contains splines (not
shown) that matingly engage splines 29 positioned on protrusion 36.
Splines 29 positioned on protrusion 36 and the splines on the
inside surface of the hole in sub-pinion 32 are configured to
engage each other, thereby eliminating any clearance
therebetween.
[0018] Resilient member 40 is positioned at an interface of pinion
30 and sub-pinion 32. In a preferred embodiment, a recess 38 is
formed or cut within a face of sub-pinion 32 that engages pinion 30
and is configured to accommodate resilient member 40 positioned
between pinion 30 and sub-pinion 32 to urge pinion 30 and
sub-pinion 32 away from each other. Alternately, recess 38 may be
formed or cut within a face of pinion 30 that engages sub-pinion
32. Resilient member 40 may be a wave spring, a Belleville washer,
or a similar device. A retaining ring 42 is positioned over the
portion of protrusion 36 that extends through the hole in
sub-pinion 32. Retaining ring 42 maintains pinion 30 and sub-pinion
32 in union and is sufficiently tight to prevent the casual removal
of sub-pinion 32 from protrusion 36.
[0019] A hole 37 is formed, cut, or drilled in a face of pinion 30
opposing sub-pinion 32 and is dimensioned to extend completely
through pinion 30 and to receive the rotor shaft. Springs 21 are
positioned on an inner surface of hole 37. Each spring 21 is a
ring-shaped structure having an hourglass-shaped cross section and
flexes sufficiently in an axial direction to allow the body portion
thereof to deform in the radial direction. Upon deforming in the
radial direction, the body portion of each spring 21 makes contact
with the rotor shaft while the edges of each spring 21 make contact
with an inner wall of hole 37 extending through pinion 30. Radial
forces exerted by springs 21 cause springs 21 to be frictionally
retained between the rotor shaft and gearing mechanism 14 and
effect a frictional force between the rotor shaft and gearing
mechanism 14 that is great enough during normal operation of the
motor to transfer functional torque from the motor to gearing
mechanism 14. Springs 21 may be recessed into either the rotor
shaft or pinion 30 and are tensioned such that in the case of very
large incidental torque forces from the motor, springs 21 will
"slip" on the rotor shaft, thereby protecting the gearing teeth,
the ball nut/screw components, and the motor from overload
conditions.
[0020] In FIG. 3, an alternate embodiment of a gearing mechanism is
shown generally at 114. Gearing mechanism 114 is drivable by a
chain 139 connected between a sprocket 141 mounted on gearing
mechanism 114 and a sprocket 143 mounted on a ball nut 118 through
which a rack 122 translates. Rotation of a rotor shaft 126
necessitates the rotation and operation of gearing mechanism 114 in
a manner similar to that of the gearing mechanism of the main
embodiment. However, in a system utilizing gearing mechanism 114,
the need for a drive gear in communication with the ball nut is
eliminated and the drive gear is replaced with chain 139. In
gearing mechanism 114, springs (not shown) similar to springs 21
shown in FIGS. 1, 2A, and 2B are positioned between rotor shaft 126
and an inside surface of gearing mechanism 114. The springs effect
a frictional force great enough during normal operation of the
motor to transfer functional torque from the motor to gearing
mechanism 114 and, as in the main embodiment, they are tensioned
such that in the case of large incidental torque forces they will
slip on the rotor shaft.
[0021] Referring now to FIG. 4, threads 46 forming helical gear
teeth on the pinion and threads 48 forming helical gear teeth on
the sub-pinion engage threads 50 forming helical gear teeth on the
drive gear. In particular, as the pinion is urged away from the
sub-pinion by the resilient member, threads 46 contact a flank
surface 52 of threads 50 while threads 48 contact a facing flank
surface 54 of threads 50.
[0022] Threads 46, 48, 50 are formed on the pinion, the sub-pinion,
and the drive gear at an angle .alpha.. As threads 46 formed by
helical gear teeth on the pinion contact flank surface 52 of
threads 50 formed by helical gear teeth on the drive gear, a
clearance c is defined between threads 46 formed by helical gear
teeth on the pinion and facing flank surface 54 of threads 50
formed by helical gear teeth on the drive gear. Clearance c is a
function of a force, shown at F.sub.s, with which the resilient
member urges the sub-pinion in a lateral direction to contact
opposing flank surface 54. Axial movement of the sub-pinion
relative to the pinion is a function of the backlash value b. The
value of the axial movement of the sub-pinion corresponds to the
distance between thread 46 and facing flank surface 54 along a line
of force in the direction of force F.sub.s. This axial movement,
which is characterized by the variable a, is represented by the
equation
a=b/(tan .alpha.)
[0023] When F.sub.s, through the resilient member, provides
sufficient force to overcome clearance c by urging the pinion in
one lateral direction while urging the sub-pinion in an opposing
lateral direction, both clearance c and backlash b are eliminated.
With the elimination of any backlash in the steering gear system,
the performance and efficiency of the steering gear system is
improved, while the noise level associated with backlash b is
eliminated.
[0024] While preferred embodiments have been shown and described,
various modifications and substitutions may be made thereto without
departing from the spirit and scope of the invention. Accordingly,
it is to be understood that the present invention has been
described by way of illustration only, and such illustrations and
embodiments as have been disclosed herein are not to be construed
as limiting to the appended claims.
* * * * *