Full-vector drive-by-wire chassis steering device

Abstract

According to the full-vector drive-by-wire chassis steering device, the steering motor is arranged to drive the steering converter to further drive the steering pull rod to move, the steering pull rod is movably connected with the steering knuckle arm to finally drive the wheels to steer, compared with a traditional drive-by-wire chassis steering system, each wheel independently steers, and the problems that the steering angle is limited, and the steering efficiency is high are solved. Meanwhile, a steering motor is arranged in the middle of the chassis in a concentrated mode, the transverse size of the drive-by-wire chassis is reduced, the drive-by-wire chassis is suitable for operation of multiple scenes, in addition, an upper cross arm and a lower cross arm are connected with a whole vehicle frame, limitation of a drive-by-wire chassis angle module steering system is broken through, a steering device is transferred to the vehicle frame, and therefore the steering effect is improved. In conclusion, the drive-by-wire chassis has the advantages that independent steering of each wheel can be guaranteed, omni-directional driving of the drive-by-wire chassis can be achieved, the size is reduced, and the drive-by-wire chassis has the advantages of being high in practicability and wide in application range.

Description

Technical Field

[0001] This invention relates to the field of steer-by-wire technology, and more specifically to a full-vector steer-by-wire chassis steering device. Background Technology

[0002] With the rapid development of new energy vehicles and intelligent driving technologies, drive-by-wire chassis technology, as the core carrier for realizing advanced autonomous driving, is undergoing a critical transformation from traditional mechanical architecture to intelligent and integrated systems. Against this backdrop, the fully vector drive-by-wire chassis, integrating driving, steering, and braking functions, can achieve special functions such as turning on the spot and lateral movement, and is considered an important development direction for future intelligent chassis.

[0003] However, existing steer-by-wire chassis systems are limited by mechanical steering trapezoids and cannot meet the needs of complex scenarios such as turning on the spot and lateral driving. At the same time, existing corner module steering mechanisms integrate the drive, steering, braking and braking mechanisms onto the wheels, resulting in excessive unsprung mass.

[0004] In view of this, the inventors have specifically designed a full-vector drive-by-wire chassis steering device, which leads to this invention. Summary of the Invention

[0005] To solve the above problems, the technical solution of the present invention is as follows: A full-vector steerable chassis steering system includes a full-vector steerable steering gear and a double wishbone independent suspension mechanism; The full-vector steerable drive system includes a steering gear body, two steering motors, two steering converters, two steering push rods, two steering tie rods, and a full-vector reducer. The two steering motors are fixed to both sides of the steering gear body through mounting holes. The two steering converters are respectively mounted on both sides of the steering gear body through bearings. The two steering converters are connected to the output shaft of the steering motors. The two steering push rods are respectively fixedly connected to the extension end of the steering converter. The two steering tie rods are respectively fixedly connected to the corresponding steering push rods. The bottom of the full vector reducer is provided with a steering knuckle arm. The steering tie rod is movably connected to the steering knuckle arm. The full vector reducer is connected to the wheel. The double wishbone independent suspension mechanism has a symmetrical structure, including an upper wishbone and a lower wishbone. The inner end of the upper crossarm is connected to the vehicle frame via an upper rubber sleeve, the inner end of the lower crossarm is connected to the vehicle frame via a lower rubber sleeve, the upper end of the full vector reducer is connected to the upper crossarm, and the lower end of the full vector reducer is connected to the lower crossarm via a ball joint device.

[0006] Preferably, the steering converter includes a worm gear, a worm wheel, and a drive shaft. The worm gear and the worm wheel are connected, and the worm gear and the worm wheel are mounted in the steering gear body through bearings. The worm gear is connected to the output shaft of the steering motor, the drive shaft passes through the worm wheel and extends outward, and the bottom end of the worm wheel shaft is connected to the steering push rod.

[0007] Preferably, the full vector reducer includes a wheel-side motor, a reducer body, a gear mechanism, and a wheel hub bearing. One end of the reducer body is connected to the wheel-side motor, and the other end is connected to the wheel hub bearing. The output shaft of the wheel-side motor is equipped with a gear and meshes with one end of the gear mechanism. The other end of the gear mechanism is connected to the wheel hub bearing through the wheel hub output shaft.

[0008] Preferably, the gear mechanism includes an input pinion, an intermediate large gear, an output pinion, and an output large gear. The input pinion meshes with the output shaft of the wheel-side motor, the input pinion meshes with the intermediate large gear, the intermediate large gear is coaxially fixed with the output pinion, the output pinion meshes with the output large gear, and the output large gear is coaxially fixed with the wheel hub bearing.

[0009] Preferably, the double wishbone independent suspension mechanism has a suspended area in the middle, and the full-vector steer-by-wire system is installed in the suspended area.

[0010] Preferably, the double wishbone independent suspension mechanism further includes a kingpin hinge and a swing arm hinge. The upper end of the wheel-side motor is connected through the kingpin hinge and the swing arm hinge, and the swing arm hinge is fixedly connected to the outer end of the upper wishbone.

[0011] Preferably, a shock absorber is provided on the lower crossarm, the lower end of which is connected to the lower crossarm, and the upper end of which passes through the upper crossarm and is connected to the vehicle frame.

[0012] Preferably, an absolute encoder is provided at the end of the wheel-side motor that is connected to the kingpin hinge.

[0013] Preferably, the lever ratio of the double wishbone independent suspension mechanism is greater than 0.6.

[0014] The technical solution provided by this invention has the following beneficial effects: This invention utilizes a steering motor to drive a steering converter, which in turn moves the steering tie rod. The steering tie rod is movably connected to the steering knuckle arm, ultimately steering the wheels. Compared to traditional steerable drive chassis systems, this device allows each wheel to steer independently, solving the problems of limited steering angle and single steering mode. Furthermore, by centrally positioning the steering motor in the center of the chassis, the lateral dimensions of the steerable drive chassis are reduced, making it suitable for various operational scenarios. Additionally, by connecting the upper and lower control arms to the vehicle frame, the limitations of modular steering systems in steerable drive chassis are overcome, transferring the steering mechanism to the frame and reducing the unsprung mass of the steerable drive chassis, significantly improving handling stability. In summary, this invention offers the advantages of ensuring independent steering for each wheel, enabling omnidirectional steerable drive chassis, and reducing size, making it highly practical and widely applicable. Attached Figure Description

[0015] The accompanying drawings, which are provided to further illustrate the invention and constitute a part of this invention, are illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention.

[0016] in: Figure 1 This is a schematic diagram of the structure of an application embodiment of the present invention; Figure 2 This is a schematic diagram of the external structure of the full-vector steering system of the present invention; Figure 3 This is a schematic diagram of the internal structure of the full-vector steering system of the present invention; Figure 4 This is a schematic diagram of the steering gear body of the present invention; Figure 5 This is a schematic diagram of the connection relationship between the worm gear and the worm shaft in this invention; Figure 6 This is a schematic diagram of the steering converter connecting the steering push rod of the present invention; Figure 7 This is an axonometric schematic diagram of the double wishbone independent suspension mechanism of the present invention; Figure 8 This is a schematic diagram of the structure of the full-vector reducer of the present invention; Figure 9 This is a schematic diagram of the internal structure of the full-vector reducer of the present invention; Figure 10 This is a schematic diagram of the gear connection structure of the full vector reducer of the present invention.

[0017] Label Explanation: In the diagram: 1. Full-vector steerable drive system; 1-1. Steering motor; 1-2. Steering system body; 1-2-1. Mounting hole; 1-3. Steering converter; 1-3-1. Worm gear; 1-3-2. Worm wheel; 1-3-3. Drive shaft; 1-4. Steering push rod; 1-5. Steering tie rod; 2. Double wishbone independent suspension mechanism; 2-1. Upper wishbone; 2-2. Lower wishbone; 2-3. Full-vector reducer; 2-3-1. Wheel-side motor; 2-3-2. Reducer... Speed ​​control body; 2-3-3, Gear mechanism; 2-3-3-1, Input pinion; 2-3-3-2, Intermediate large gear; 2-3-3-3, Output pinion; 2-3-3-4, Output large gear; 2-3-4, Hub bearing; 2-4, Shock absorber; 2-5, Upper rubber sleeve; 2-6, Lower rubber sleeve; 2-7, Steering knuckle arm; 2-8, Swing arm hinge; 2-9, Kingpin hinge; 2-10, Absolute encoder; 2-11, Ball joint device. Detailed Implementation

[0018] To make the technical problems, solutions, and beneficial effects of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of the invention.

[0019] Please see Figures 1-10 This is a full-vector steerable chassis steering device, which is the preferred embodiment of the present invention, including a full-vector steerable steering mechanism 1 and a double wishbone independent suspension mechanism 2. Full-vector steering system 1, including: Steering gear body 1-2; Two steering motors 1-1 are fixed to both sides of the steering gear body 1-2 through mounting holes 1-2-1 respectively; Two steering converters 1-3 are respectively mounted on both sides of the steering gear body 1-2 via bearings, and each steering converter 1-3 is connected to the output shaft of the steering motor 1-1; Two steering push rods 1-4 are fixedly connected to the extension ends of steering converter 1-3, respectively; Two steering tie rods 1-5 are fixedly connected to the corresponding steering push rods 1-4; The double wishbone independent suspension mechanism 2 has a symmetrical structure and includes: The upper cross arm 2-1 is connected to the vehicle frame via the upper rubber sleeve 2-5 at its inner end. The lower cross arm 2-2, the inner end of which is connected to the vehicle frame through the lower rubber sleeve 2-6; The full vector reducer 2-3 is connected to the upper cross arm 2-1 at its upper end and to the lower cross arm 2-2 at its lower end via a ball joint device 2-11. The full vector reducer 2-3 is equipped with a steering knuckle arm 2-7. The steering tie rod 1-5 is movably connected to the steering knuckle arm 2-7. The steering motor 1-1 drives the steering converter 1-3 to rotate. The steering converter 1-3 drives the steering push rod 1-4, which in turn drives the steering tie rod 1-5 to move. Each steering tie rod 1-5 is connected to the corresponding steering knuckle arm 2-7.

[0020] For details, please refer to Figures 1-6 The steering converter 1-3 includes a worm gear 1-3-1, a worm wheel 1-3-2, and a drive shaft 1-3-3. The worm gear 1-3-1 is connected to the worm wheel 1-3-2. The worm gear 1-3-1 and the worm wheel 1-3-2 are mounted in the steering gear body 1-2 through bearings. The worm gear 1-3-1 is connected to the output shaft of the steering motor 1-1. The drive shaft 1-3-3 passes through the worm wheel 1-3-2 and extends outward. The bottom end of the worm wheel 1-3-2 shaft is connected to the steering push rod 1-4. Each wheel can steer independently, which solves the problems of limited steering angle and single steering mode. At the same time, the steering device is transferred to the frame, reducing the unsprung mass of the drive-by-wire chassis and ensuring that the needs of independent suspension for bouncing and steering are met during vehicle operation.

[0021] The full-vector reducer 2-3 includes a wheel-side motor 2-3-1, a reducer body 2-3-2, a gear mechanism 2-3-3, and a wheel hub bearing 2-3-4. One end of the reducer body 2-3-2 is connected to the wheel-side motor 2-3-1, and the other end is connected to the wheel hub bearing 2-3-4. The output shaft of the wheel-side motor 2-3-1 has a gear and meshes with one end of the gear mechanism 2-3-3. The other end of the gear mechanism 2-3-3 is connected to the wheel hub bearing 2-3-4 through a wheel hub output shaft. The gear mechanism 2-3-3 includes an input pinion 2-3-3-1, an intermediate large gear 2-3-3-2, an output pinion 2-3-3-3, and an output large gear 2-3-3-4. The input pinion 2-3-3-1 meshes with the output shaft of the wheel-side motor 2-3-1. The pinion 2-3-3-1 meshes with the intermediate large gear 2-3-3-2. The intermediate large gear 2-3-3-2 is coaxially fixed with the output pinion 2-3-3-3. The output pinion 2-3-3-3 meshes with the output large gear 2-3-3-4. The output large gear 2-3-3-4 is coaxially fixed with the wheel hub bearing 2-3-4. The output shaft of the wheel-side motor 2-3-1 drives the input pinion 2-3-3-1 to rotate. After being reduced by two stages of gears, the output shaft is connected to the wheel hub bearing 2-3-4. In turn, the wheel hub bearing 2-3-4 drives the tire to move. The full vector reducer 2-3 uses multi-stage gear transmission, which can achieve a large reduction ratio, reduce the high speed of the wheel-side motor 2-3-1, and increase the output torque, thereby providing stronger driving force for the vehicle.

[0022] For details, please refer to Figure 7 The double wishbone independent suspension mechanism 2 has a suspended area in the middle, and the full-vector steerable steering gear 1 is installed in the suspended area. Installing the full-vector steerable steering gear 1 in the suspended area of ​​the double wishbone independent suspension mechanism 2 makes the layout of the entire steering device more compact, effectively utilizes the space of the vehicle chassis, improves the utilization rate of the vehicle chassis space, reduces the lateral dimension of the chassis, and is suitable for use in smaller spaces. At the same time, the close integration of the full-vector steerable steering gear 1 and the double wishbone independent suspension mechanism 2 shortens the steering transmission chain, reduces energy loss and delay during steering, and improves steering efficiency and response speed. Furthermore, the design of the suspended area provides a relatively stable and protected installation environment for the full-vector steerable steering gear 1, protecting it from direct impact and vibration from the road surface, reducing the stress and damage risk of the steering gear during driving, and improving the structural strength and reliability of the steering gear.

[0023] For details, please refer to Figure 7 The double wishbone independent suspension mechanism 2 also includes a kingpin hinge 2-9 and a swing arm hinge 2-8. The upper end of the full-vector reducer 2-3 is connected via the kingpin hinge 2-9 and the swing arm hinge 2-8. The swing arm hinge 2-8 is fixedly connected to the outer end of the upper wishbone 2-1. The combination of the kingpin hinge 2-9 and the swing arm hinge 2-8 makes the connection between the full-vector reducer 2-3 and the upper wishbone 2-1 tighter and more precise. When the steering motor 1-1 drives the steering converter 1-3 and the steering push rod 1-4, the steering tie rod 1-5 drives the full-vector reducer 2-3 to rotate via the steering knuckle arm 2-7, thereby achieving precise wheel steering and improving handling performance. At the same time, the structural design of the kingpin hinge 2-9 and the swing arm hinge 2-8 can withstand larger loads and impacts, enhancing the structural strength of the double wishbone independent suspension mechanism 2. During vehicle operation, especially when driving on bumpy roads or during emergency turns, the steering system components are less prone to damage, improving vehicle safety.

[0024] For details, please refer to Figures 1 to 7 The lower control arm 2-2 is equipped with a shock absorber 2-4. The lower end of the shock absorber 2-4 is connected to the lower control arm 2-2, and the upper end is connected to the vehicle frame. This layout can effectively suppress the up-and-down bumps and swaying of the vehicle during driving, especially when passing through bumpy roads, accelerating rapidly or braking suddenly. It can maintain the stability of the vehicle body posture, improve handling confidence and stability. Installing the shock absorber 2-4 between the lower control arm 2-2 and the frame can make full use of the space of the vehicle chassis, making the layout of the entire suspension system and steering system more compact and reasonable, and improving space utilization.

[0025] For details, please refer to Figures 1 to 7An absolute encoder 2-10 is installed at the end of the full-vector reducer 2-3 connected to the kingpin hinge 2-9. In this embodiment, a Brett BRT50 absolute position sensor is used to ensure accurate absolute position in the event of an unexpected power outage. The absolute encoder 2-10 can accurately measure the steering angle of the kingpin hinge 2-9 in real time, providing a high-precision feedback signal to the steering control system. This enables the system to precisely control the rotation of the steering motor 1-1, achieving precise steering and improving vehicle handling performance. Simultaneously, the absolute encoder 2-10 can monitor the status of the steering system in real time, providing important information for system fault diagnosis. Once an abnormal steering angle occurs, the system can quickly identify it and take corresponding measures, such as issuing a warning signal or activating the backup system, improving the reliability and safety of the steering system.

[0026] For details, please refer to Figures 1 to 7 The double wishbone independent suspension mechanism 2 has a lever ratio greater than 0.6. In this embodiment, the upper wishbone 2-1 adopts an irregular design, placing the shock absorber 2-4 at the front to provide more space for wheel steering. This increases the suspension lever ratio, effectively improving the vehicle's load-bearing capacity. During steering, a small steering knuckle rotation angle can cause a large displacement of the steering tie rod 1-5 through the lever principle, thereby driving the wheel to achieve a larger steering amplitude. This makes the vehicle respond more quickly to the driver's steering commands, making steering more sensitive and significantly improving the vehicle's handling performance. The larger lever ratio also helps to better control changes in wheel alignment parameters. During vehicle operation, especially during steering, it can more effectively maintain the stability of wheel alignment parameters such as toe angle and caster angle, reducing deviations in alignment parameters caused by road impacts or vehicle dynamic changes, thereby improving vehicle driving stability and handling performance.

[0027] The steering principle of this device is as follows: The output shaft of the steering motor 1-1 drives the steering converter 1-3 to rotate. The drive shaft 1-3-3 in the steering converter 1-3 drives the steering push rod 1-4 to move. The steering push rod 1-4 drives the steering tie rod 1-5 to move. The full-vector reducer 2-3 is connected to the steering tie rod 1-5 of the full-vector steer-by-wire device 1. The steering tie rod 1-5 is connected to the steering knuckle arm 2-7 through the ball joint device 2-11. The two steering tie rods 1-5 individually control the movement of each steering knuckle arm 2-7, completing the independent steering of each wheel. The absolute encoder 2-10 identifies the angle of wheel rotation driven by the steering tie rod 1-5 and feeds the steering angle back to the steering controller, thereby achieving precise steering.

[0028] This invention uses a steering motor 1-1 to drive a steering converter 1-3, which in turn moves a steering tie rod 1-5. The steering tie rod 1-5 is movably connected to a steering knuckle arm 2-7, ultimately steering the wheels. Compared to traditional steerable drive chassis systems, this device allows each wheel to steer independently, solving the problems of limited steering angle and single steering mode. Furthermore, by centrally positioning the steering motor 1-1 in the middle of the chassis, the lateral dimensions of the steerable drive chassis are reduced, making it suitable for various operational scenarios. Additionally, by connecting the upper crossarm 2-1 and lower crossarm 2-2 to the vehicle frame, the limitations of the steerable drive chassis angle module steering system are broken, and the steering device is transferred to the frame, reducing the unsprung mass of the steerable drive chassis and significantly improving handling stability. In summary, this invention has the advantages of ensuring independent steering for each wheel, enabling omnidirectional steerable drive chassis, and reducing size, making it highly practical and widely applicable.

[0029] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A full-vector drive-by-wire chassis steering device, characterized in that, Including a full-vector steering system (1) and a double wishbone independent suspension system (2); The full-vector steerable drive system (1) includes a steering body (1-2), two steering motors (1-1), two steering converters (1-3), two steering push rods (1-4), two steering tie rods (1-5), and a full-vector reducer (2-3). Two steering motors (1-1) are fixed to both sides of the steering gear body (1-2) through mounting holes (1-2-1). Two steering converters (1-3) are respectively mounted on both sides of the steering gear body (1-2) through bearings. The two steering converters (1-3) are connected to the output shaft of the steering motors (1-1). Two steering push rods (1-4) are respectively fixedly connected to the extension end of the steering converters (1-3). Two steering tie rods (1-5) are respectively fixedly connected to the corresponding steering push rods (1-4). The bottom of the full vector reducer (2-3) is provided with a steering knuckle arm (2-7). The steering tie rod (1-5) is movably connected to the steering knuckle arm (2-7). The full vector reducer (2-3) is connected to the wheel. The double wishbone independent suspension mechanism (2) is a left-right symmetrical structure, including an upper wishbone (2-1) and a lower wishbone (2-2). The inner end of the upper crossarm (2-1) is connected to the vehicle frame via the upper rubber sleeve (2-5), the inner end of the lower crossarm (2-2) is connected to the vehicle frame via the lower rubber sleeve (2-6), the upper end of the full vector reducer (2-3) is connected to the upper crossarm (2-1), and the lower end of the full vector reducer (2-3) is connected to the lower crossarm (2-2) via the ball joint device (2-11).

2. The full-vector drive-by-wire chassis steering device according to claim 1, characterized in that, The steering converter (1-3) includes a worm (1-3-1), a worm wheel (1-3-2), and a drive shaft (1-3-3). The worm (1-3-1) meshes with the worm wheel (1-3-2). The worm (1-3-1) and the worm wheel (1-3-2) are mounted in the steering gear body (1-2) through bearings. The worm (1-3-1) is connected to the output shaft of the steering motor (1-1). The drive shaft (1-3-3) passes through the worm wheel (1-3-2) and extends outward. The bottom end of the worm wheel (1-3-2) shaft is connected to the steering push rod (1-4).

3. The full-vector drive-by-wire chassis steering device according to claim 1, characterized in that, The full vector reducer (2-3) includes a wheel-side motor (2-3-1), a reducer body (2-3-2), a gear mechanism (2-3-3), and a wheel hub bearing (2-3-4). One end of the reducer body (2-3-2) is connected to the wheel-side motor (2-3-1), and the other end is connected to the wheel hub bearing (2-3-4). The output shaft of the wheel-side motor (2-3-1) is equipped with a gear and meshes with one end of the gear mechanism (2-3-3). The other end of the gear mechanism (2-3-3) is connected to the wheel hub bearing (2-3-4) through the wheel hub output shaft.

4. The full-vector drive-by-wire chassis steering device according to claim 3, characterized in that, The gear mechanism (2-3-3) includes an input pinion (2-3-3-1), an intermediate large gear (2-3-3-2), an output pinion (2-3-3-3), and an output large gear (2-3-3-4). The input pinion (2-3-3-1) meshes with the output shaft of the wheel-side motor (2-3-1). The input pinion (2-3-3-1) meshes with the intermediate large gear (2-3-3-2). The intermediate large gear (2-3-3-2) is coaxially fixed with the output pinion (2-3-3-3). The output pinion (2-3-3-3) meshes with the output large gear (2-3-3-4). The output large gear (2-3-3-4) is coaxially fixed with the wheel hub bearing (2-3-4).

5. The full-vector drive-by-wire chassis steering device according to claim 1, characterized in that, The double wishbone independent suspension mechanism (2) has a suspended area in the middle, and the full vector steerable gear (1) is installed in the suspended area.

6. A full-vector drive-by-wire chassis steering device according to claim 3, characterized in that, The double wishbone independent suspension mechanism (2) also includes a kingpin hinge (2-9) and a swing arm hinge (2-8). The upper end of the wheel-side motor is connected through the kingpin hinge (2-9) and the swing arm hinge (2-8). The swing arm hinge (2-8) is fixedly connected to the outer end of the upper cross arm (2-1).

7. The full-vector drive-by-wire chassis steering device according to claim 1, characterized in that, The lower crossarm (2-2) is equipped with a shock absorber (2-4). The lower end of the shock absorber (2-4) is connected to the lower crossarm (2-2), and its upper end passes through the upper crossarm (2-1) and is connected to the vehicle frame.

8. A full-vector drive-by-wire chassis steering device according to claim 6, characterized in that, An absolute encoder (2-10) is provided at the end of the upper part of the wheel-side motor that is connected to the kingpin hinge (2-9).

9. A full-vector drive-by-wire chassis steering device according to claim 1, characterized in that, The lever ratio of the double wishbone independent suspension mechanism (2) is greater than 0.6.

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