Vehicle chassis and vehicle

Abstract

The present disclosure provides a vehicle chassis and a vehicle, and relates to the technical field of vehicles, and more particularly to the field of automatic driving and driving test. The vehicle chassis comprises a chassis support, a steering system, an electrical system, a driving system, and two brake systems, wherein the chassis support is provided with a steering system mounting position, an electrical system mounting position, a driving system mounting position, and two brake system mounting positions; the steering system mounting position, the electrical system mounting position, and the driving system mounting position are sequentially arranged in the length direction of the vehicle chassis; the first brake system mounting position of the two brake system mounting positions is arranged between the steering system mounting position and the electrical system mounting position; and the second brake system mounting position of the two brake system mounting positions is arranged between the driving system mounting position and the electrical system mounting position, wherein the two brake systems, the driving system, and the steering system are in communication connection with the electrical system.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, in particular to the field of automatic driving and driving test, and more particularly to a vehicle chassis and a vehicle. BACKGROUND

[0002] With the development of electronic technology and network technology, automatic driving technology has become one of the important development directions in the Internet field and the vehicle field. Mature automatic driving technology can free the hands of the driver and can reduce or even avoid traffic accidents to a certain extent. Before the automatic driving vehicle is put into the market, it usually needs to be tested and tested a lot to ensure the reliability of the automatic driving technology. SUMMARY

[0003] A vehicle chassis and a vehicle with a wider range of application scenarios are provided.

[0004] One aspect of the present disclosure provides a vehicle chassis, comprising a chassis support, a steering system, an electrical system, a driving system, and two brake systems; the chassis support is provided with a steering system mounting position, an electrical system mounting position, a driving system mounting position, and two brake system mounting positions; wherein the steering system mounting position, the electrical system mounting position, and the driving system mounting position are sequentially arranged in the length direction of the vehicle chassis; the first brake system mounting position of the two brake system mounting positions is arranged between the steering system mounting position and the electrical system mounting position; the second brake system mounting position of the two brake system mounting positions is arranged between the driving system mounting position and the electrical system mounting position, wherein the two brake systems, the driving system, and the steering system are in communication connection with the electrical system.

[0005] Another aspect of the present disclosure provides a vehicle, comprising a housing and a vehicle chassis provided by the present disclosure, the housing covering the vehicle chassis.

[0006] It should be understood that the content described in this part is not intended to identify key or important features of the embodiments of the present disclosure, nor to limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0007] The accompanying drawings are used to better understand the present scheme and do not constitute a limitation on the present disclosure. Among them:

[0008] Figure 1 is a schematic diagram of the application scenario of the vehicle chassis and the vehicle according to the embodiments of the present disclosure;

[0009] Figure 2 is a structural schematic diagram of the vehicle chassis according to the embodiments of the present disclosure;

[0010] Figure 3is a structural schematic diagram of a chassis support according to an embodiment of the present disclosure;

[0011] Figure 4 is a structural schematic diagram of an antenna module according to an embodiment of the present disclosure;

[0012] Figure 5 is a structural schematic diagram of a steering system according to an embodiment of the present disclosure;

[0013] Figure 6 is a structural schematic diagram of a steering wheel device according to an embodiment of the present disclosure;

[0014] Figure 7 is a structural exploded view of a connection assembly according to an embodiment of the present disclosure;

[0015] Figure 8 is a structural schematic diagram of a wheel suspension assembly according to an embodiment of the present disclosure;

[0016] Figure 9 is a structural schematic diagram of a steering wheel device according to another embodiment of the present disclosure;

[0017] Figure 10 is a structural schematic diagram of a drive system according to an embodiment of the present disclosure;

[0018] Figure 11 is a structural schematic diagram of a brake system according to an embodiment of the present disclosure;

[0019] Figure 12 is a structural schematic diagram of an electrical system according to an embodiment of the present disclosure;

[0020] Figure 13 is a structural schematic diagram of a power module according to an embodiment of the present disclosure;

[0021] Figure 14 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure; and

[0022] Figure 15 is a structural schematic diagram of an auxiliary wheel device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0023] Exemplary embodiments of the present disclosure are described herein with reference to the accompanying drawings, which are meant to be exemplary and not limiting. Therefore, it should be recognized that many modifications and variations of the disclosed embodiments are possible without departing from the scope and spirit of the present disclosure. Also, for the purpose of clarity and a concise description, descriptions of well-known functions and constructions are omitted from the following disclosure.

[0024] The vehicle chassis provided by the present disclosure comprises a chassis support, a steering system, an electrical system, a driving system and two brake systems, and the chassis support is provided with a steering system mounting position, an electrical system mounting position, a driving system mounting position and two brake system mounting positions. The steering system mounting position, the electrical system mounting position and the driving system mounting position are sequentially arranged in the length direction of the vehicle chassis. The first brake system mounting position of the two brake system mounting positions is arranged between the steering system mounting position and the electrical system mounting position. The second brake system mounting position of the two brake system mounting positions is arranged between the driving system mounting position and the electrical system mounting position. The two brake systems, the driving system and the steering system are all in communication connection with the electrical system.

[0025] The application scenario of the vehicle chassis and the vehicle according to the embodiments of the present disclosure will be described below. Figure 1 The application scenario of the vehicle chassis and the vehicle provided by the present disclosure will be described.

[0026] Figure 1 The application scenario of the vehicle chassis and the vehicle according to the embodiments of the present disclosure will be described below.

[0027] As Figure 1 shown, the application scenario 100 comprises a test target vehicle 110 and an autonomous vehicle 120.

[0028] In the application scenario 100, the autonomous vehicle 120 can be a vehicle before leaving the factory, or a vehicle that needs to be repaired after leaving the factory. When testing the autonomous vehicle 120, the test target vehicle 110 can be used as a vehicle driving on the simulated road to test the obstacle avoidance function of the autonomous vehicle 120.

[0029] For example, the test target vehicle 110 can be arranged on the road where the autonomous vehicle 120 is located, so as to test whether the autonomous vehicle 120 can automatically change lanes when driving to the vicinity of the test target vehicle 110, or whether the autonomous vehicle 120 can slow down, etc., to realize the safety test of autonomous driving, etc.

[0030] According to the embodiments of the present disclosure, the test target vehicle 110 can be a robot that automatically drives on the ground, which can reach a specified speed through a motor drive. For example, the embodiments can pre-set a driving path for the test target vehicle 110 in the background, and the test target vehicle 110 can drive according to the driving path to simulate a vehicle in an actual road condition. Alternatively, the test target vehicle 110 can also be applied in an object transportation scenario to transport a damaged target vehicle, or any object that can be carried by the test target vehicle 110. For example, the test target vehicle 110 can also be used as an intelligent carrying robot.

[0031] In an embodiment, the test target vehicle 110 can comprise a vehicle chassis and a shell. The vehicle chassis and the shell will be described below. Figures 2-11The vehicle chassis is described in detail. It can be understood that the vehicle chassis in the embodiment of the present application can also be used as a vehicle chassis of an intelligent driving vehicle such as an autonomous driving car, an intelligent carrying robot, and the like, and the present application is not limited thereto. Figures 2-11 The vehicle chassis in the embodiment of the present application can also be used as a vehicle chassis of an intelligent driving vehicle such as an autonomous driving car, an intelligent carrying robot, and the like, and the present application is not limited thereto.

[0032] Figure 2 FIG. 1 is a structural schematic diagram of a vehicle chassis according to an embodiment of the present application.

[0033] As shown in FIG. 1, the vehicle chassis 20 in the embodiment can include a chassis support 210, a steering system 220, an electrical system 230, a driving system 240, and two brake systems 250. Figure 2 The chassis support 210 is provided with a steering system mounting position, an electrical system mounting position, a driving system mounting position, and two brake system mounting positions, respectively, for mounting the steering system 220, the electrical system 230, the driving system 240, and the two brake systems 250.

[0034] The steering system mounting position, the electrical system mounting position, and the driving system mounting position are sequentially arranged in the length direction of the vehicle chassis 20, so that the steering system, the electrical system, and the driving system are sequentially arranged in the length direction of the vehicle chassis 20.

[0035] The first brake system mounting position of the two brake system mounting positions can be arranged between the steering system mounting position and the electrical system mounting position, so as to arrange a first brake system in the idle space between the steering system 220 and the electrical system 230. The first brake system is in driving connection with the steering system 220, so as to realize the front brake function of the vehicle including the vehicle chassis 20.

[0036] The second brake system mounting position of the two brake system mounting positions is arranged between the driving system mounting position and the electrical system mounting position, so as to arrange a second brake system in the idle space between the driving system 240 and the electrical system 230. The second brake system is in driving connection with the driving system 240, so as to realize the rear brake function of the vehicle including the vehicle chassis 20.

[0037] The electrical system 230 can include a power supply module and a control module. Each of the electrical equipment in the steering system 220, the driving system 240, and the two brake systems 250 is in electrical connection with the power supply module, so as to provide the electrical equipment with electric energy. Each of the electrical equipment in the steering system 220, the driving system 240, and the two brake systems 250 is in communication connection with the control module, so as to control the working of the electrical equipment.

[0038]

[0039] ​The embodiment can realize the independent control of the steering wheel and the driving wheel by setting two brake systems, so as to improve the brake performance. In addition, by limiting the installation positions of the steering system, the two brake systems, the electrical system and the driving system, the miniaturization and flat design of the vehicle chassis can be realized, so as to facilitate the expansion of the application scenarios of the vehicle including the vehicle chassis.

[0040] In an embodiment, the vehicle chassis 20 can further include two antenna modules 260, which can be used to receive signals transmitted to display devices, radios, car phones and the like in the combined navigation device in the vehicle. The two antenna modules 260 can be in communication connection with the electrical system, specifically in communication connection with the communication device and the like in the electrical system, so as to forward the received signals to the display devices, radios, car phones and the like.

[0041] Correspondingly, the chassis support 210 can also be provided with two antenna mounting positions. Among them, the first antenna mounting position of the two antenna mounting positions can be located between the steering system mounting position and the electrical system mounting position. The second antenna mounting position of the two antenna mounting positions is arranged between the driving system mounting position and the electrical system mounting position. In addition, the first antenna mounting position and the first brake system mounting position can be arranged in the width direction of the vehicle chassis 20 in sequence, and the second antenna mounting position and the second brake system mounting position can be arranged in the width direction of the vehicle chassis in sequence. In this way, one antenna module can be arranged in the space between the steering system 220 and the electrical system 230, and the other antenna module can be arranged in the space between the driving system 240 and the electrical system 230. Thus, the space between the steering system and the electrical system and the space between the driving system and the electrical system are fully utilized. The arrangement of each system on the vehicle chassis is compact, which facilitates the miniaturization design of the vehicle chassis and the vehicle including the vehicle chassis.

[0042] In an embodiment, the vehicle chassis 20 can further include a cover plate which is detachably covered on the chassis support 210. Among them, the cover plate can include an upper cover plate, a front cover plate, a rear cover plate and two side plates. Among them, the upper cover plate is used to cover the mounting positions described above. The two side cover plates are used to cover the two sides of the mounting positions of the chassis support 210 in the width direction of the chassis support 210. The front cover plate and the rear cover plate are respectively used to cover the two sides of the mounting positions of the chassis support 210 in the length direction of the chassis support 210. The thickness of the cover plate can be set according to actual needs, which is not limited in the present disclosure. By setting the cover plate, each system in the vehicle chassis can be protected from wind and rain.

[0043] In one embodiment, when the electrical system 230 is installed at the electrical system mounting position, the external electrical interfaces and / or communication interfaces in the electrical system 230 are exposed on the cover plate so that other electrical equipment in the vehicle, except for the electrical equipment in the vehicle chassis, can be connected to the electrical interfaces and / or communication interfaces.

[0044] Figure 3 This is a schematic diagram of the structure of the chassis support according to an embodiment of the present disclosure.

[0045] like Figure 3 As shown, in this embodiment, the chassis support 310, in areas other than the mounting positions, can be provided with multiple first reinforcing ribs 311. These multiple first reinforcing ribs 311 can extend upwards from the chassis support, thereby improving the chassis support's resistance to crushing. The height of these multiple first reinforcing ribs can, for example, be less than or equal to the height of the steering system mounting position, electrical system mounting position, drive system mounting position, and the two brake system mounting positions. This ensures that the overall height of the vehicle chassis is relatively small. For example, the vehicle chassis height can be controlled to be within 5cm. It is understood that the above-described vehicle chassis height is only an example to facilitate understanding of this disclosure, and the height of the vehicle chassis can also be, for example, 3cm, 2cm, etc., and this disclosure does not limit it.

[0046] In one embodiment, the chassis support 310 can be an integrally formed structure, thereby improving the stability of the vehicle chassis and making the vehicle chassis less prone to damage.

[0047] For example, the height of the vehicle chassis can be lowered by using smaller diameter steering and drive wheels. This facilitates expanding the range of vehicles that include the chassis. For instance, by setting a lower chassis for the test vehicle, it becomes easier to test autonomous vehicles with lower chassis.

[0048] In one embodiment, such as Figure 3 As shown, the chassis support 310 can be a structure with flat ends and a raised middle. Specifically, the chassis support 310 can have a sloping structure at both ends in the length direction. In this way, when the vehicle chassis is the chassis of the test target vehicle, the sloping structure is convenient for the autonomous vehicle to be tested to run over.

[0049] In one embodiment, such as Figure 3 As shown, the chassis bracket 310 can form the aforementioned mounting positions by using multiple side plates 312 arranged in the vertical direction. For example, multiple wiring holes can also be provided on these side plates for running wires and communication cables between electrical equipment in each system.

[0050] The following will combine Figure 4 The structure of any one of the two antenna modules included in the vehicle chassis is described in detail.

[0051] Figure 4 is a structural schematic diagram of an antenna module according to an embodiment of the present disclosure.

[0052] As shown in Figure 4 , the antenna module 460 of this embodiment can include an antenna assembly and an antenna support.

[0053] The antenna support can include a first fixed plate 4611, at least two first guide columns 4612, at least two first elastic members 4613, and a second fixed plate 4614.

[0054] One end of the at least two first guide columns 4612 is fixed to the first fixed plate 4611, the second fixed plate 4614 is sleeved on the at least two first guide columns 4612 and can move along the length direction of the at least two first guide columns 4612. The at least two first elastic members 4613 are also sleeved on the at least two first guide columns 4612, and one end of the at least two first elastic members 4613 can be fixedly connected with the first fixed plate 4611. The other end of the at least two first elastic members 4613 opposite to the one end can be fixed to the second fixed plate 4614, or the other end of the at least two first elastic members 4613 can also be a free end. The at least two first elastic members 4613 can be located between the first fixed plate 4611 and the second fixed plate 4614. That is, the second fixed plate 4614 is sleeved on the at least two first guide columns 4612 in a region close to the other end of the at least two first guide columns 4612 relative to the at least two first elastic members 4613.

[0055] The other end of the at least two first guide columns 4612 can be a free end, for example. Or, the other end of the at least two first guide columns 4612 can be provided with an outer edge structure with a size larger than that of the first guide column, to limit the movement of the second fixed plate 4614. In this way, when the second fixed plate 4614 is subjected to pressure, it can move along the at least two first guide columns 4612 in a direction close to the first fixed plate 4611 and compress the at least two first elastic members 4613. After the pressure disappears, the second fixed plate 4614 can move in a direction away from the first fixed plate 4611 under the elastic force of the at least two first elastic members 4613.

[0056] The antenna assembly 420 can be connected with the antenna support via a fixing member on the second fixed plate 4614 of the antenna support. For example, if the fixing member on the second fixed plate 4614 includes a threaded rod, a threaded hole should be correspondingly provided on the antenna assembly, and the connection of the threaded rod with the threaded hole in screw thread can realize the connection of the antenna support with the antenna assembly.

[0057] As shown in Figure 4As shown, the antenna assembly may include an antenna head 4621 and an antenna port 4622. The antenna head 4621 may be, for example, a mushroom-shaped structure or a rectangular structure. The antenna port 4622 may, for example, contain a conversion cable for converting the received signal into a signal that can be received by devices such as radios and car phones. The antenna port 4622 may, for example, protrude from the bottom end of the antenna head 4621.

[0058] In one embodiment, the antenna assembly can be an antenna assembly included in a vehicle's integrated navigation device, such as a GPS antenna. The antenna assembly can have a mushroom-shaped structure, etc., and this disclosure is not limited thereto. In one embodiment, the antenna assembly can also be used to receive signals transmitted to devices such as a radio or car phone in the vehicle. It is understood that the types of antenna assemblies described above are merely examples to aid in understanding this disclosure, and this disclosure is not limiting thereto.

[0059] In this embodiment, the antenna module 460, by providing an antenna bracket for the antenna assembly, allows the antenna assembly to move downwards and retract into the housing of the device including the antenna module 460 when subjected to pressure, thereby preventing damage to the antenna assembly. After the pressure is removed, the antenna assembly can return to its position protruding from the housing of the device including the antenna module 460 under the action of the first elastic element in the antenna bracket, thus ensuring the stability of the signal received by the antenna assembly.

[0060] In one embodiment, the second fixing plate 4614 may be provided with at least two guide holes, and at least two first guide posts 4612 pass through the at least two guide holes respectively, so that the second fixing plate 4614 is sleeved on the at least two first guide posts 4612.

[0061] In one embodiment, the second fixing plate 4614 is provided with a fastener for fixing the object carried by the second fixing plate 4614. The fastener may be located at the center of the second fixing plate 4614, for example. Alternatively, there may be multiple fasteners evenly distributed on the second fixing plate 4614. The fastener may be, for example, a threaded sleeve, a bolt, etc., and may be fixedly connected to the surface of the second fixing plate 4614 away from the first fixing plate 4611. This fixed connection may include, for example, welding. For instance, the second fixing plate 4614 may have a positioning hole, and the fastener may include a base and a threaded rod. The base is fixedly connected to the side of the second fixing plate 4614 near the first fixing plate 4611, and the threaded rod passes through the positioning hole. Thus, the object carried by the second fixing plate 4614 can be threadedly connected to the antenna support.

[0062] In one embodiment, at least two first guide posts 4612 can be fixed to a first fixing plate 4611 by at least two guide post fasteners. Each guide post fastener may include, for example, an integrally formed retaining ring and a fixing plate, with the first guide post secured to the first fixing plate 4611 via the retaining ring. It is understood that the above-described structure of the guide post fastener is merely an example to aid in understanding this disclosure, and any structure of guide post fasteners in the related art can be used; this disclosure does not limit its application.

[0063] In one embodiment, the number of at least two first guide posts 4612 and at least two first elastic members 4613 can both be three, and the three first guide posts 4612 can be evenly distributed and fixedly connected to the first fixing plate 4611. By setting this number, the stability of the antenna support can be improved.

[0064] like Figure 4 As shown, in addition to the first fixing plate 4611, at least two first guide posts 4612, at least two first elastic members 4613 and the second fixing plate 4614, the antenna bracket of this embodiment may also include at least two linear bearings 4615.

[0065] The second fixing plate 4614 may have at least two guide holes, and at least two linear bearings 4615 may be respectively disposed in the at least two guide holes and respectively sleeved on at least two first guide posts. In one embodiment, the at least two linear bearings 4615 may be fixedly connected to the second fixing plate 4614 by a support plate or the like. That is, the at least two guide holes of the second fixing plate 4614 and the at least two linear bearings 4615 are respectively sleeved on the at least two first guide posts 4612, and the linear bearings 4615 sleeved on the first guide posts 4612 are located between the guide holes of the second fixing plate 4614 and the first guide posts 4612.

[0066] By incorporating the linear bearing 4615, the frictional force of the second fixed plate 4614 during movement along the length of the first guide post can be reduced, and the stability of the movement of the second fixed plate 4614 can be improved. It is understood that the structure of the linear bearing 4615 can adopt any structure found in related technologies, and the material of the linear bearing 4615 can be plastic or metal, etc., and this disclosure does not limit its application.

[0067] In one embodiment, such as Figure 4 As shown, in addition to the first fixing plate 4611, at least two first guide posts 4612, at least two first elastic members 4613 and the second fixing plate 4614, the antenna bracket of this embodiment may also include at least two gaskets 4616.

[0068] The at least two gaskets 4616 can be respectively fixed to the ends of the at least two first guide posts 4612 that are away from the first fixing plate 4611. The at least two gaskets 4616 can be made of rubber or metal, etc., and their placement restricts the movement range of the second fixing plate 4614. In one embodiment, the at least two gaskets 4616 can be made of rubber, thereby reducing the impact force on the ends of the at least two first guide posts 4612 that are away from the first fixing plate 4611 when the second fixing plate 4614 moves to those ends, thus improving the overall stability of the antenna support structure.

[0069] In one embodiment, the antenna bracket of this embodiment may have multiple fixing holes on the first fixing plate 4611. Through the cooperation of an external fixing member with these fixing holes, the antenna bracket can be detachably connected to other objects, for example. These other objects can be objects other than those carried by the second fixing plate 4614. For example, these other objects can be mounting positions on a vehicle chassis housing, etc., for mounting the objects carried by the second fixing plate 4614. The external fixing member can be, for example, a screw, bolt, or other fastener; this disclosure does not limit its use.

[0070] In one embodiment, such as Figure 4 As shown, in this embodiment of the antenna bracket, the second fixing plate 4614 can be a concave polygon. The number of sides of the concave polygon can be associated with the number of at least two first guide posts. For example, if the number of at least two first guide posts is n, then the number of sides of the concave polygon can be (n+1). The n first guide posts can be respectively disposed at the n vertices of the concave polygon, where the n vertices are vertices with an angle less than 180°. Accordingly, when the antenna assembly is connected to the antenna bracket, the antenna port 4622 is located in the space enclosed by the two sides of the second fixing plate with an angle greater than 180°.

[0071] This embodiment reduces the size of the antenna module to a certain extent by setting the second fixing plate as a concave polygon and defining the position of the antenna port when the antenna assembly is connected to the antenna bracket. This can avoid the antenna assembly being crushed and facilitate the miniaturization design of the antenna module.

[0072] The following will combine Figures 5-9 The structure of the steering system, which is part of the vehicle chassis, is described in detail.

[0073] Figure 5 This is a schematic diagram of the steering system according to an embodiment of the present disclosure.

[0074] like Figure 5As shown, the steering system 520 of this embodiment may include two steering wheel devices 521 and a steering drive device 522.

[0075] The steering wheel assembly 521 may include a corner joint 52121, a steering wheel hub, and a steering wheel 52131. The steering drive assembly 522 may include a motor assembly 5221, a steering gear 5222, and two drive rods 5223.

[0076] One end of the angle connector 52121 is connected to one of the two transmission rods, and the other end of the angle connector 52121 can be connected to the steering wheel hub. Specifically, one end of the angle connector 52121 can be connected to the end of the transmission rod furthest from the motor, and the steering wheel hub can be fitted onto the other end of the angle connector 52121. The steering wheel 52131 can be fitted onto the steering wheel hub. Thus, when the transmission rod moves along its length under the drive of the motor, the transmission rod can drive the angle connector 52121 to rotate. The angle connector 52121 can provide a force perpendicular to the current rotation direction to the steering wheel hub and the steering wheel 52131, thereby changing the rotation direction of the steering wheel hub and the steering wheel 52131.

[0077] In one embodiment, one end of the corner connector 52121 may be provided with a fixing hole, and the transmission rod may be connected to the corner connector 52121 by means of a connector engaging with the fixing hole.

[0078] The motor assembly 5221 may include, for example, a motor, used as a power source. The steering gear 5222's function is to appropriately transform the steering torque and steering angle from the motor assembly 5221 (mainly by reducing speed and increasing torque) and then output them to the transmission rod. Under the action of the transmission rod, the steering wheel device is pulled to change the direction of rotation. The steering gear 5222 can adopt various structures such as a rack and pinion structure, a recirculating ball structure, a worm gear crank pin structure, or a power steering system; this disclosure does not limit its application to any particular type.

[0079] In one embodiment, the input end of the steering gear 5222 is connected to the output shaft of the motor assembly 5221, and the steering gear 5222 has two output ends. For example, the steering gear 5222 can adopt a gear and rack structure, with the gear connected to the output shaft of the motor assembly 5221 and the two ends of the rack connected to two transmission rods respectively. Thus, the gear rotates under the drive of the output shaft of the motor assembly 5221, causing the rack to move left and right relative to the central axis of the gear, thereby driving the two transmission rods to move. In other words, the input end of the steering gear 5222 can rotate under the drive of the motor assembly 5221, thereby driving the two output ends of the steering gear 5222 to move in a direction perpendicular to the input end.

[0080] One end of each of the two drive rods 5223 can be hinged or fixedly connected to the two output ends of the steering gear, and the other end of each drive rod 5223 can be hinged or fixedly connected to the two steering wheel assemblies respectively. Thus, when the two output ends of the steering gear move in a direction perpendicular to the input ends, the two drive rods 5223 can be moved. The movement of the two drive rods 5223 provides a force perpendicular to the direction of rotation to the two steering wheel assemblies respectively connected to the two drive rods 5223.

[0081] The steering wheel device 521 may include a steering wheel, and the rotation direction of the steering wheel can be controlled by the steering drive device 522, thereby changing the driving direction of the vehicle including the steering system 520.

[0082] In one embodiment, the steering drive device 522 may further include a fixing plate and a fixing member. The fixing plate can be fixedly connected to the vehicle chassis via the fixing member, thereby fixing the steering drive device to the vehicle chassis.

[0083] The steering system of this disclosure embodiment can drive the steering wheels to rotate using a steering gear and a transmission rod. Compared with steering drive devices in related technologies that require electromagnetic clutches, this simplifies the device structure and facilitates miniaturization of the steering system and vehicle. Furthermore, using a single motor assembly to drive the two steering wheel devices further facilitates miniaturization of the steering system and vehicle.

[0084] According to embodiments of this disclosure, the motor assembly may include, in addition to the motor, a speed reducer, thereby providing matching speed and transmitting torque between the motor and the steering gear. The inclusion of this speed reducer facilitates stable operation of the steering drive and improves the control accuracy of the steering wheel assembly.

[0085] For example, the input shaft of the speed reducer can be fixedly connected to the output shaft of the motor, and the output shaft of the speed reducer can be fixedly connected to the input end of the steering gear. In this way, the power of the motor can be reduced by the meshing of a gear with fewer teeth on the input shaft of the speed reducer with a larger gear on the output shaft. It is understood that different types of speed reducers can be selected according to actual needs, and this disclosure does not limit the type of speed reducer. For example, this embodiment can use a cylindrical gear reducer, a bevel gear reducer, or a bevel-cylindrical gear reducer, etc.

[0086] In one embodiment, the reducer can be a right-angle reducer, which can rotate the direction of the power provided by the motor by 90 degrees. In this way, the control accuracy of the steering wheel device can be improved while minimizing the space occupied by the steering drive device in the length direction of the vehicle chassis, thus facilitating the miniaturization design of the vehicle.

[0087] In one embodiment, in addition to the motor and reducer, the motor assembly may also include a coupling. This ensures the installation accuracy between the steering gear and the motor assembly, effectively preventing misalignment of the steering drive device due to deformation or thermal expansion.

[0088] like Figure 5 As shown, the motor assembly includes a motor 52211, a reducer 52212, and a coupling 52213. The reducer 52212 is a right-angle reducer. The input shaft of the reducer 52212 is connected to the output shaft of the electrode 52211, and the output shaft of the reducer 52212 is connected to one end of the coupling 52213. The other end of the coupling 52213 is connected to the steering gear 5222. That is, the coupling 52213 is positioned between the steering gear 5222 and the reducer 52212. This ensures the installation accuracy between the steering gear and the motor assembly.

[0089] The coupling can be composed of two semi-circular rings, which can be connected by a key or a tight fit. When installing the steering drive device, the two semi-circular rings can be first fitted onto the input ends of the reducer 52212 and the steering gear, and then the two semi-circular rings can be tightly fitted together using connectors or the like.

[0090] In one embodiment, such as Figure 5 As shown, the steering drive device 522 may also include a rotary encoder 5224. The output shaft of the rotary encoder 5224 can be connected to the output shaft of the reducer via a drive belt to adjust the rotational speed of the output shaft of the reducer 52212. Therefore, by providing the rotary encoder 5224, the steering angle of the steering wheel can be precisely controlled.

[0091] The rotary encoder 5224 can be used to measure the rotational speed of the reducer's output shaft and, in conjunction with PWM technology, to achieve rapid adjustment of the reducer's output shaft speed. The rotary encoder 5224 can be a synchronous flange type encoder. It is understood that this disclosure does not limit the type of the rotary encoder 5224; any type of encoder can be used according to actual needs.

[0092] For example, the steering drive device 522 may further include a transmission assembly 5225, which may include two synchronized pulleys and a transmission belt. One of the synchronized pulleys is connected to the output shaft of the rotary encoder 5224, and the other synchronized pulley is connected to the output shaft of the reducer 52212. The transmission belt is fitted onto the two synchronized pulleys. Thus, the rotational speed of the reducer can be adjusted by controlling the rotational speed of the rotary encoder 5224. It is understood that the structure of the transmission assembly 5225 in this embodiment is merely an example to facilitate understanding of this disclosure. Depending on the type of encoder, any structure of the transmission assembly can be used, and this disclosure does not limit it.

[0093] For example, the rotary encoder 5224 can also be fixedly connected to the vehicle chassis via a mounting plate, or it can be connected to a reducer fixed to the vehicle chassis via a mounting plate, thereby fixing the position of the rotary encoder 5224.

[0094] In one embodiment, the rotary encoder 5224 may be located on the same side of the reducer 52212 as the motor 52211. This reduces the space occupied by the steering drive unit in the width direction of the vehicle chassis, further facilitating vehicle miniaturization.

[0095] In one embodiment, the steering drive device 522 may further include two dustproof components 5226, which may, for example, adopt a structure similar to a bushing and be respectively fitted onto the outer sides of the two output ends of the steering gear 5222. For example, the two dustproof components 5226 may be respectively fitted onto the outer sides of the two output ends that are respectively connected to the two drive rods 5223.

[0096] It is understood that the two dustproof components 5226 can be made of plastic or rubber, etc., and this disclosure does not limit this. By setting the dustproof components, the unstable hinge relationship between the output shaft and the transmission rod caused by dust and other impurities can be avoided, thereby improving the transmission efficiency of the driving force provided by the motor assembly and ensuring the stability of the steering drive of the steering wheel assembly.

[0097] According to embodiments of this disclosure, the two output ends of the steering gear 5222 may be provided with spherical grooves, for example, to facilitate hinged connection with the two drive rods 5223, allowing the two drive rods 5223 to slide relative to the steering gear to a certain extent. This improves the flexibility of the connection between the steering drive device and the steering wheel assembly, and to some extent, extends the service life of the steering wheel assembly. Accordingly, the drive rods can be ball joints to achieve hinged connection between the drive rods and the steering gear.

[0098] The following description will use either of the two transmission rods mentioned above as an example to illustrate the structure of the transmission rod.

[0099] In one embodiment, the transmission rod 5223 may include a ball joint connector, a crossbar, and a corner connector. The ball joint connector includes a ball end and a non-ball end, the ball end of which is inserted into a spherical groove in one of the two output ends. The non-ball end of the ball joint connector is fixedly connected to the crossbar. One end of the crossbar may have a groove, and the non-ball end of the ball joint connector is inserted into the groove as a connector. For example, the groove sidewall of the crossbar may be threaded, and the non-ball end of the ball joint connector may also be threaded, allowing the ball joint connector and the crossbar to engage through the threads. One end of the corner connector may be connected to the other end of the crossbar opposite to the end with the groove, and the other end of the corner connector is fixedly connected to the steering wheel device 521.

[0100] For example, a protrusion can be provided at one end of the crossbar, and a groove can be provided at one end of the corner connector. The crossbar and the corner connector are connected by the engagement of the protrusion and the groove. The crossbar and the corner connector can be connected by threaded engagement or by any other means, which is not limited in this disclosure.

[0101] In one embodiment, the corner connector may be, for example, a right-angle structure to rotate the power provided by the steering gear by 90 degrees, facilitating connection with the steering wheel assembly.

[0102] In one embodiment, the corner connector may include a first connector and a second connector arranged perpendicularly to each other. One end of the first connector may have a threaded groove, allowing it to be threadedly connected to the other end of the crossbar. The other end of the first connector may have a spherical groove, and the second connector may be a ball-end connector. The ball end of the second connector can be inserted into the spherical groove, allowing a hinged connection between the second and first connectors. This allows the second connector to slide relative to the first connector to a certain extent, thereby improving the flexibility of the connection between the steering drive device and the steering wheel assembly, and potentially extending the service life of the steering wheel assembly. The other end of the second connector, corresponding to the ball-end section, can be fixedly connected to the steering wheel assembly as a joint. Specifically, it can be fixedly connected to one end of the corner connector in the steering wheel assembly described above.

[0103] In one embodiment, a washer may be provided between the first connector and the second connector. When connecting the two connectors, the washer can be first fitted onto the ball head of the second connector, and then the ball head can be interference-fitted with the spherical groove of the first connector. By providing this washer, the stability of the connection between the two connectors can be improved.

[0104] According to embodiments of this disclosure, when configuring the steering system, the output shaft of the motor 52211 can be connected to the input shaft of the reducer 52212, and the output shaft of the reducer 52212 can be connected to one end of the coupling 52213. Alternatively, the rotary encoder 5224 can be connected to the output shaft of the reducer 52212 via a transmission component.

[0105] The other end of coupling 52213 is connected to the input end of steering gear 5222. The two output ends of steering gear 5222 are respectively connected to two ball joint connectors included in two transmission rods. The ball joint connectors are connected to the crossbar, and the crossbar is connected to the corner connector. The corner connector is fixedly connected to the corner joint 52121 in steering wheel assembly 521.

[0106] Through the cooperation of this steering drive device and the steering wheel device, when the motor 52211 is running, the motor 52211 can drive the output shaft of the reducer 52212 to rotate. The output shaft of the reducer 52212 can drive the input end of the steering gear to rotate via the coupling 52213, thereby causing the two output ends of the steering gear to move in a direction perpendicular to the output shaft of the reducer 52212. The movement of the two output shafts can drive the two ball joint connectors to move, allowing the crossbar to move under the drive of the ball joint connectors while sliding relative to the ball joint connectors. The movement of the ball joint connectors can drive the corner connector to move, thereby providing a force perpendicular to the rotation direction of the steering wheel to the corner connector 52121. In this way, the corner connector 52121 can transmit this force to the steering wheel, thereby changing the rotation direction of the steering wheel.

[0107] The combination of the steering drive device and the steering wheel device in the embodiments of this disclosure makes the overall structure of the drive system smaller, which is beneficial for the miniaturization and flattening design of vehicles.

[0108] It is understandable that when any two of the aforementioned mechanical components are connected, buffer components such as washers can be used to improve the structural stability of the drive system. The ball joint of the aforementioned ball joint connector can be made of elastic materials such as rubber, and the size of the ball joint can be larger than the spherical groove, so that the ball joint and the spherical groove have an interference fit, ensuring the stability of the connection between the mechanical components in the steering drive device.

[0109] The following will combine Figures 6-8 The steering wheel device provided in this disclosure will be described in detail.

[0110] Figure 6 This is a schematic diagram of the steering wheel device according to an embodiment of the present disclosure.

[0111] like Figure 6 As shown, the steering wheel device 621 in this embodiment may include a wheel suspension assembly 6211, a connecting assembly 6212, and a steering wheel assembly 6213. The connecting assembly 6212 includes the aforementioned corner joint, and the steering wheel assembly 6213 includes the aforementioned steering wheel hub and steering wheel.

[0112] The wheel suspension assembly 6211 may include a mounting bracket, a second elastic element, a second guide post, and a first fixing block. This wheel suspension assembly may employ the structure described below, which will not be detailed here.

[0113] The connecting component 6212, for example, is used to hinge the wheel suspension assembly 6211 to the steering wheel assembly 6213, allowing the steering wheel assembly 6213 to rotate relative to the wheel suspension assembly 6211, while simultaneously allowing the second elastic element in the wheel suspension assembly 6211 to be compressed or stretched under the influence of the steering wheel assembly 6213. For example, the connecting component 6212 can be fixedly connected to the second elastic element in the wheel suspension assembly 6211 to transmit the vertical force applied to the connecting component when the steering wheel assembly 6213 moves up and down to the second elastic element.

[0114] The steering wheel assembly 6213 may include a steering wheel and a hub. The steering wheel is mounted on the hub, and the connecting assembly can be rotatably connected to the steering wheel assembly via the hub, thereby realizing the connection between the wheel suspension assembly and the steering wheel assembly.

[0115] In one embodiment, the connecting component may also be fixedly connected to the steering drive device to provide the steering force provided by the steering drive device to the steering wheel device, so that the steering wheel device changes the direction of rotation.

[0116] Figure 7 This is an exploded view of the structure of the connection component according to an embodiment of the present disclosure.

[0117] like Figure 7As shown, in one embodiment, the connecting assembly 7212 may include a support member 72121, a rotating shaft 72122, and a corner joint 72123. The support member 72121 is fixedly connected to the second elastic element in the wheel suspension assembly. The rotating shaft 72122 is fixedly connected to the support member 72121. The corner joint 72123 is sleeved on the rotating shaft 72122 and rotatably connected to the steering wheel assembly. The corner joint 72123 can, for example, rotate about the central axis of the rotating shaft 72122 under an applied force. Thus, the steering wheel assembly can rotate relative to the corner joint 72123, and during vertical bumps, a vertical force can be provided to the corner joint 72123. This force can be transmitted via the rotating shaft 72122 and the support member 72121 to the second elastic element in the wheel suspension assembly, thereby compressing or stretching the second elastic element. For example, the angle connector 72123 can also be fixedly connected to the steering drive device. In this way, under the steering force provided by the steering drive device, the angle connector 72123 can rotate around the central axis of the rotating shaft 72122 and provide a force perpendicular to the direction of rotation to the steering wheel device, thereby changing the rotation direction of the steering wheel device.

[0118] In one embodiment, such as Figure 7 As shown, the support member 72121 may include a support plate 72121-1 and two fixing plates 72121-2. The support plate 72121-1 is fixedly connected to the second elastic member. The two fixing plates 72121-2 may extend in a direction perpendicular to the support plate 72121-1, and these two fixing plates 72121-2 may, for example, be located on the same side of the support plate 72121-1 as the corner connector 72123.

[0119] In one embodiment, the two fixing plates 72121-2 may be provided with fixing holes, and the rotating shaft 72122 may be engaged in the fixing holes of the two fixing plates. For example, the rotating shaft 72122 is a rod-shaped structure, and the two ends of the rod-shaped structure may be provided with external threads. After the rotating shaft 72122 is passed through the fixing holes of the two fixing plates, the rotating shaft 72122 is fixedly connected to the support member 72121 by the engagement of the external threads at both ends of the rotating shaft 72122 with fasteners such as nuts.

[0120] For example, the rotating shaft 72122 can be a columnar structure with external threads at both ends, so that the corner joint can rotate around the central axis of the rotating shaft 72122.

[0121] In one embodiment, when the corner joint 72123 is fitted onto the rotating shaft 72122, a rotating bearing can first be fitted between the two fixed plates, on the outside of the rotating shaft 72122. Then, the corner joint 72123 is fitted onto the outside of the rotating bearing. This can reduce the coefficient of friction of the corner joint 72123 when it rotates around the central axis of the rotating shaft 72122 to a certain extent, and ensure the rotational accuracy of the corner joint 72123.

[0122] In one embodiment, the corner joint 72123 can be, for example, an arc-shaped corner joint with an arc-shaped corner. A through hole can be provided at the arc-shaped corner of the corner joint. When rotatably connected to the rotating shaft, the arc-shaped corner portion of the corner joint can be positioned between two fixed plates 72121-2, allowing the rotating shaft 72122 to pass through the through hole at the arc-shaped corner. One end of the arc-shaped corner joint can be rotatably connected to the wheel hub, allowing the steering wheel to rotate around the arc-shaped corner joint. The other end of the arc-shaped corner joint is fixedly connected to the steering drive device, so that under the drive of the steering drive device, the arc-shaped corner joint rotates around the central axis of the rotating shaft 72122, and a force perpendicular to the rotation direction of the wheel hub is applied to the wheel hub via the end of the arc-shaped corner joint rotatably connected to the wheel hub, thereby changing the rotation direction of the steering wheel.

[0123] For example, the arc-shaped corner joint can consist of an arc-shaped corner block and two mutually perpendicular fixed rods. Both fixed rods are fixedly connected to the arc-shaped corner block. One of the fixed rods is a cylindrical rod, which is rotatably connected to the wheel hub. The other fixed rod can be a plate-like structure, which is fixedly connected to the steering drive device.

[0124] According to embodiments of this disclosure, a sensor can be provided for the steering wheel assembly to sense whether a vehicle including the steering wheel assembly has been run over. If run over, a run-over signal can be sent to the vehicle's control system, causing the control system to control the vehicle's brakes or cut off the vehicle's power, thereby preventing the vehicle's lifespan from being shortened or damaged due to prolonged run-over.

[0125] In one embodiment, the steering wheel assembly includes a distance sensing component in addition to the wheel suspension assembly, the connecting assembly, and the steering wheel assembly.

[0126] The distance sensing component may include a baffle, a sensor holder, and a sensor. The baffle may be fixedly connected to the side wall of a first mounting plate included in the mounting bracket of the wheel suspension assembly. The sensor holder is fixedly connected to the side wall of the connecting assembly, and the sensor holder is disposed opposite to the baffle. The sensor is detachably connected to the connecting assembly via the sensor holder. The sensor may be, for example, a distance sensor.

[0127] Thus, with the wheel suspension assembly mounting bracket fixedly connected to the vehicle chassis, when the vehicle is run over, the mounting bracket will move vertically downward relative to the connecting member as the vehicle chassis sinks, reducing the distance between the baffle and the sensor. If the sensor detects that the distance between itself and the baffle is less than a predetermined distance, it can send a run-over signal to the vehicle's control system, causing the control system to brake the vehicle or cut off the vehicle's power.

[0128] Furthermore, by rationally designing the height of the mounting bracket in the wheel suspension assembly, and utilizing the connection relationship between the wheel suspension assembly and the connecting assembly, as well as between the connecting assembly and the steering wheel device, the height of the vehicle chassis can be lowered when the vehicle is run over, until the vehicle chassis contacts the ground surface. This allows the vehicle chassis to distribute the pressure borne by the steering wheels and drive wheels, thus preventing damage to the steering wheels and drive wheels due to excessive pressure to a certain extent.

[0129] The following will combine Figure 8 The structure of the wheel suspension assembly in the steering wheel system is described in detail.

[0130] Figure 8 This is a schematic diagram of the structure of a wheel suspension assembly according to an embodiment of the present disclosure.

[0131] like Figure 8 As shown, the wheel suspension assembly 8211 of this embodiment may include a mounting bracket 82111, a second elastic element 82112, a second guide post 82113, and a first fixing block 82114.

[0132] The mounting bracket 82111 can be fixedly connected to the vehicle chassis. The mounting bracket 82111 may include a first mounting plate 82111-1 and a second mounting plate 82111-2. These two mounting plates can be fixedly connected to the vehicle chassis via connectors to secure the wheel suspension assembly to the vehicle chassis.

[0133] The second guide post 82113 has its two ends fixed to the first mounting plate 82111-1 and the second mounting plate 82111-2, respectively. A second elastic element 82112 is sleeved on the second guide post 82113, with one end of the second elastic element 82112 fixedly connected to the first mounting plate 82111-1. The first mounting plate 82111-1 is vertically higher than the second mounting plate 82111-2. A first fixing block 82114 is sleeved on the second guide post 82113, and this first fixing block 82114 is used to fix the other end of the second elastic element 82112.

[0134] For example, the first fixing block 82114 may be provided with a through hole, the size of which is slightly larger than the size of the second guide post 82113, so that the first fixing block 82114 can move along the second guide post 82113. For example, the second elastic member 82112 may be connected to the connecting assembly described above via the first fixing block 82114, thereby enabling the second elastic member to be drive-connected to the steering wheel assembly.

[0135] When the steering wheel assembly moves up and down due to uneven ground, it can apply an upward or downward force to the connecting assembly, causing the connecting member to move the first fixed block along the second guide post, thereby compressing or stretching the second elastic element. For example, when the steering wheel passes over a bump in the ground, the second elastic element is compressed, and the second elastic element 82112 can provide an upward force to the vehicle chassis via the mounting bracket 82111, thus maintaining the distance between the vehicle chassis and the steering wheel as much as possible. When the steering wheel passes over a pothole in the ground, the second elastic element is stretched, and the second elastic element 82112 can provide a downward force to the vehicle chassis via the mounting bracket 82111, thus maintaining the distance between the vehicle chassis and the steering wheel as much as possible. In this way, the vehicle's adaptability to ground conditions can be improved. Furthermore, by incorporating the second elastic element, the degree of vehicle bumping caused by uneven ground can be reduced to some extent, providing a shock absorption effect for the vehicle.

[0136] In one embodiment, a movable guide mechanism can also be provided on both sides of the elastic element of the wheel suspension assembly to prevent the second elastic element from shifting in the direction perpendicular to the central axis of the second guide column during movement, thus preventing the steering wheel assembly from shifting relative to the center position of the vehicle. Therefore, by providing this movable guide mechanism, the stability of the vehicle during driving can be improved.

[0137] For example, such as Figure 8 As shown, in addition to the mounting bracket 82111, the second elastic element 82112, the second guide post 82113, and the first fixing block 82114, the wheel suspension assembly 82111 of this embodiment also includes a third guide post 82115 and a slider 82116.

[0138] The third guide post 82115 has its two ends fixedly connected to the first mounting plate 82111-1 and the second mounting plate 82111-2, respectively. A slider 82116 is fitted onto the third guide post 82115 and can slide along it. For example, similar to the first fixing block described above, the slider 82116 may have a through hole. The third guide post 82115 passes through this through hole and is fixedly connected to the first mounting plate 82111-1 and the second mounting plate 82111-2, thus positioning the slider 82116 between the first mounting plate 82111-1 and the second mounting plate 82111-2.

[0139] The slider 82116 can be connected to the steering wheel assembly via the connecting assembly described above. Thus, similar to the first fixed block, the slider 82116 can move along the third guide post 82115 under the drive of the connecting assembly during the up-and-down movement of the steering wheel assembly. That is, the slider 82116 can move synchronously with the first fixed block, thereby providing guidance for the movement of the first fixed block and the compression / elongation direction of the second elastic element.

[0140] In one embodiment, such as Figure 8 As shown, there can be two third guide posts 82115 and two sliders 82116. The two third guide posts 82115 are respectively disposed on both sides of the second guide post 82113. And the two sliders are respectively sleeved on the two third guide posts. In this way, the compression / elongation direction of the elastic element can be well defined.

[0141] In one embodiment, to effectively improve the vehicle's adaptability to the ground by setting the second elastic element, enabling the elastic element to stretch when the vehicle encounters a pothole, this embodiment can also set the natural length of the second elastic element. For example, the natural length of the second elastic element can be set to be less than a preset length. This preset length can be less than the difference between the distance between the first mounting plate and the second mounting plate and the height of the first fixing block. That is, when the first fixing block and the second mounting block are in contact, the second elastic element is in a stretched state. It is understood that the natural length of the second elastic element and the elastic coefficient of the second elastic element can be set according to actual needs. For example, by reasonably setting the natural length of the second elastic element, the vehicle chassis can move downwards until it contacts the ground when the vehicle is run over.

[0142] In one embodiment, the wheel suspension assembly 8211 may also be provided with a locking element to lock the third guide post, thereby improving the connection stability between the third guide post and the mounting bracket.

[0143] For example, such as Figure 8 As shown, in addition to the mounting bracket 82111, the second elastic member 82112, the second guide post 82113, the first fixing block 82114, the third guide post 82115, and the slider 82116, the wheel suspension assembly 82111 of this embodiment also includes a first locking member 82117 and a second locking member 82118.

[0144] The first locking member 82117 can be detachably connected to the first mounting plate 82111-1. One end of the third guide post 82115 can be clamped between the first locking member 82117 and the first mounting plate 82111-1. For example, the first mounting plate 82111-1 can be provided with a semi-cylindrical groove and a threaded hole, and the first locking member 82117 can also be provided with a semi-cylindrical groove and a threaded hole. When the semi-cylindrical groove on the first locking member 82117 is aligned and fixed with the semi-cylindrical groove on the first mounting plate 82111-1 via the connecting member, the third guide post 82115 can be fastened between the first locking member 82117 and the first mounting plate 82111-1.

[0145] Similarly, the second locking member 82118 can be detachably connected to the second mounting plate 82111-2. The other end of the third guide post 82115 is clamped between the second mounting plate 82111-2 and the second locking member 82118. The structure of the second locking member 82118 is similar to that of the first locking member 82117, and the structure of the first mounting plate 82111-1 is similar to that of the second mounting plate 82111-2, which will not be described in detail here.

[0146] It is understandable that if there are two third guide posts 82115, there can also be two second locking members 82118 and two first locking members 82117.

[0147] Understandably, to avoid impact on the mounting bracket during movement, washers or other components can be installed on the opposite sides of the first and second mounting plates to fix the positions of the first and second guide posts.

[0148] According to embodiments of this disclosure, the steering wheel device may, for example, employ a drum brake principle to achieve braking. The following will be combined with... Figure 9 The structure of the steering wheel device that uses the drum brake principle for braking is described in detail.

[0149] Figure 9 This is a schematic diagram of the structure of a steering wheel device according to another embodiment of the present disclosure.

[0150] like Figure 9 As shown, the steering wheel device 921 of this embodiment may further include two first drum brake pads 9214, a first rotating shaft 9215, a first fixed shaft, and a first pull rod 9216.

[0151] Two first drum brake pads 9214 are disposed opposite to each other between the steering wheel 92131 and the steering wheel hub 92132. The steering wheel hub 92132 is sandwiched in the space enclosed by the two first drum brake pads 9214, and the steering wheel 92131 is sleeved around the two first drum brake pads 9214. A first rotating shaft 9215 and a first fixed shaft are sandwiched between the two first drum brake pads 9214. For example, the first rotating shaft 9215 is sandwiched between two adjacent first ends of the two first drum brake pads 9214, and the first fixed shaft is sandwiched between two adjacent second ends of the two first drum brake pads 9214. It is understood that, although Figure 9 The position of the first fixed shaft is not shown, but the first fixed shaft and the first rotating shaft 9215 are symmetrically arranged with respect to the central axis of the steering wheel hub 92132.

[0152] In one embodiment, the steering wheel 92131 may include a tire, a rim and spokes, and the portion of the steering wheel hub 92132 protruding from the two drum brake pads may be fixedly connected to the spokes, thereby driving the steering wheel 92131 to rotate.

[0153] The first cable lever 9216 is fixedly connected to the first rotating shaft 9215 and also to the vehicle's brake cable. Thus, when the brake cable is tightened, it drives the first cable lever 9216 and the first rotating shaft 9215 to rotate. Rotating the first rotating shaft 9215 can, for example, generate a thrust on the two first drum brake pads, increasing the distance between the two ends of the first drum brake pads and thus increasing the friction between the two first drum brake pads and the steering wheel. Conversely, when the brake cable is released, it drives the first cable lever 9216 and the first rotating shaft 9215 to rotate, decreasing the distance between the two ends of the two first drum brake pads and thus reducing the friction between the two first drum brake pads and the steering wheel 92131.

[0154] In one embodiment, the portion of the first rotating shaft 9215 sandwiched between the two first drum brake pads 9214 can have different dimensions in different directions. When installing the first rotating shaft 9215 and the first pull rod 9216, the released brake cable can be fixedly connected to the first pull rod 9216, and the two surfaces of the first rotating shaft 9215 perpendicular to the smaller dimension are respectively in contact with the two first ends. Thus, when the brake cable is tightened, rotating the first rotating shaft 9215 increases the distance between the two first ends.

[0155] This embodiment of the invention, by employing the aforementioned structure of drum brake pads, rotating shaft, and cable rod, enables braking of the drive wheels in a confined space. This effectively reduces the space required for a drive system with braking functionality, facilitating the miniaturization and flattening of the test vehicle.

[0156] The following will combine Figure 10 The drive system included in the vehicle chassis is described in detail.

[0157] Figure 10 This is a schematic diagram of the structure of a drive system according to an embodiment of the present disclosure.

[0158] like Figure 10 As shown, the drive system 1040 of this embodiment includes a drive wheel assembly and a drive device, with the drive device connected to the drive wheel assembly.

[0159] In one embodiment, the drive wheel device may include a drive wheel hub and a drive wheel. The drive device may include a drive motor, and in this embodiment, the output shaft of the drive motor may be fixedly connected to the drive wheel hub. Thus, when the drive motor is running, the output shaft of the drive motor can drive the drive wheel hub to rotate, causing the drive wheel hub to drive the drive wheel to rotate. The drive wheel may, for example, be fitted onto the drive wheel hub and fixedly connected to it.

[0160] In one embodiment, the drive device may include, in addition to the drive motor, a speed reducer for matching the rotational speed and transmitting torque between the drive motor and the drive wheel hub. In this case, the input shaft of the speed reducer is connected to the output shaft of the drive motor, and the output shaft of the speed reducer is connected to the drive wheel hub.

[0161] like Figure 10 As shown, the vehicle's drive unit may include a drive motor 10421, a power transmission assembly 10422, a third mounting plate 10423, and a shock absorption assembly 10424.

[0162] According to embodiments of this disclosure, the drive motor 10421 can be a permanent magnet DC servo motor, a permanent magnet wound-rotor DC motor, or a permanent magnet brushless DC servo motor, etc. Depending on actual needs, the drive motor 10421 can be any type of motor.

[0163] According to an embodiment of this disclosure, the power transmission assembly 10422 is connected to the output shaft of the drive motor, i.e., the drive wheel hub of the vehicle, and the power transmission assembly 10422 can transmit the power provided by the drive motor to the drive wheel hub to drive the drive wheel to rotate.

[0164] In one embodiment, the power transmission assembly 10422 may include a coupling with its two ends connected to the output shaft of the drive motor and the hub of the drive wheel, respectively.

[0165] In another embodiment, the power transmission assembly 10422 may employ a structure combining synchronous pulleys and a drive belt. In this embodiment, there should be at least two synchronous pulleys, with one pulley connected to the output shaft of the motor and the other connected to the hub of a wheel. The at least two synchronous pulleys rotate approximately synchronously under the transmission action of the synchronous belt. It is understood that... Figure 10 The power transmission assembly 10422 is represented by a structure combining a synchronous pulley and a drive belt, but the structure of the power transmission assembly 10422 is only an example to facilitate understanding of this disclosure, and this disclosure does not limit it.

[0166] According to embodiments of this disclosure, the third mounting plate 10423 can be used to mount the drive motor 10421 onto the chassis bracket. Specifically, the drive motor 10421 can be mounted at the motor mounting position in the drive system mounting position of the chassis bracket via the third mounting plate 10423. The third mounting plate 10423 can be connected to the side plate of the chassis bracket, for example, via screws, nuts, or other connecting components.

[0167] According to embodiments of this disclosure, such as Figure 10 As shown, the shock absorption assembly 10424 may include, for example, a rotating shaft 10424-1 fixedly connected to the third mounting plate 10423 and a rotating arm 10424-2 connected to the rotating shaft 10424-1. The rotating arm 10424-2 can rotate about the rotating shaft 10424-1.

[0168] The extension direction of the rotating shaft 10424-1 can be perpendicular to the direction in which the power transmission assembly 10422 drives the drive wheel to rotate. Thus, when the drive wheel bounces up and down due to uneven road surfaces, the third mounting plate 10423 is connected to the chassis bracket, and the rotating shaft 10424-1 is connected to the third mounting plate 10423. Through the rotation of the rotating arm 10424-2 relative to the rotating shaft 10424-1, the vibration of the vehicle chassis with the drive wheel can be reduced. In other words, using the drive device of this embodiment can reduce the degree of vehicle body vibration caused by uneven road surfaces during vehicle operation, thereby providing a shock absorption effect for the vehicle.

[0169] In one embodiment, the power transmission assembly 10422 may include two synchronous pulleys and a conveyor belt. The two synchronous pulleys are arranged horizontally in a direction perpendicular to the output shaft of the drive motor, with one synchronous pulley connected to the output shaft of the drive motor and the other synchronous pulley connected to the hub of the drive wheel.

[0170] In one embodiment, the other synchronous pulley can be connected to the drive wheel hub via a transmission bearing, thereby increasing connection stability, reducing the coefficient of friction during transmission, and ensuring rotational accuracy. Specifically, the axle of the other synchronous pulley is connected to the transmission bearing, and the drive wheel hub is fitted onto the transmission bearing, thus realizing the connection between the other synchronous pulley and the drive wheel hub.

[0171] According to embodiments of this disclosure, a conveyor belt can be fitted onto two synchronous pulleys. Thus, when one of the synchronous pulleys rotates under the drive of the output shaft of the drive motor, the friction between the conveyor belt and that pulley causes the other pulley to rotate via the conveyor belt, thereby causing the other pulley to drive the drive wheel to rotate.

[0172] According to embodiments of this disclosure, such as Figure 10 As shown, in this embodiment, the vehicle's drive unit may further include a fourth mounting plate, which may include mounting plate 10425-1 and mounting plate 10425-2. Mounting plate 10425-2 is disposed near the drive motor, and mounting plate 10425-1 is disposed near the shock absorber assembly and the drive wheel. A power transmission assembly 10422 is sandwiched between mounting plates 10425-1 and 10425-2. Mounting plates 10425-1 and 10425-2 may have positioning holes for positioning the installation positions of transmission bearings, connectors, etc. Mounting plates 10425-1 and 10425-2 may be connected via multiple connectors 10426, thus securely clamping the power transmission assembly 10422 between the two mounting plates. The connectors 10426 may be, for example, bushings, etc., and this disclosure does not limit their use.

[0173] According to embodiments of this disclosure, such as Figure 10 As shown, the actuator may further include a brake cable retainer 10427 for securing the second brake cable in the second braking system, thereby preventing additional friction to power transmission caused by tangled brake cable wiring. The brake cable retainer 10427 can be mounted on the mounting plate 10425-1, for example, and the mounting position should ensure that it does not contact the drive belt. Through the brake cable retainer 10427, the brake cable can be routed close to the mounting plate 10425-1, preventing contact between the brake cable and the timing pulley or the drive belt.

[0174] According to embodiments of this disclosure, an elastic element can be used as the rotating arm to further improve the shock absorption effect.

[0175] For example, such as Figure 10As shown, the rotating arm may include elastic elements such as springs. The rotating shaft may include two shafts located at different positions in a direction perpendicular to the output shaft of the drive motor. The two ends of the elastic element are respectively connected to the two shafts and can rotate around these two shafts. For example, both shafts can be fixedly connected to a third mounting plate. Thus, when the wheel bounces up and down, the elastic element can be compressed or stretched by rotating around the two shafts, increasing the force applied by the shock absorption assembly 10424 to the vehicle frame and improving the shock absorption effect. At the same time, after the wheel stops bouncing, the distance between the frame and the wheel can be restored to the value before the bounce under the action of the elastic force of the elastic element, facilitating shock absorption during subsequent driving.

[0176] In one embodiment, if the power transmission assembly 10422 includes two synchronous pulleys, one of the two shafts can be close to the synchronous pulley connected to the drive wheel hub, and the other shaft can be close to the synchronous pulley connected to the output shaft of the drive motor. When the power transmission assembly 10422 is connected to the drive wheel hub, the shaft closer to the drive wheel hub is positioned lower than the shaft further away from the drive wheel hub. Thus, when the drive wheel moves to the bulge on the ground, the end of the elastic member near the drive wheel is raised, allowing both ends of the elastic member to rotate along the two shafts, compressing the elastic member and shortening its length. During the rotation of the elastic member around the other shaft, the force applied by the elastic member to that other shaft includes a force perpendicular to the ground downwards. This downward force can be applied to the chassis support via the first mounting plate, thereby providing resistance to the chassis support as it moves with the drive wheel, reducing the degree of chassis support swaying, and achieving shock absorption. Conversely, when the drive wheel moves to the depression in the ground, the elastic element is stretched. As the elastic element rotates around another axis, the force applied by the elastic element to that other axis includes a force perpendicular to the ground. This force perpendicular to the ground can be applied to the chassis support via the third mounting plate, thereby providing resistance to the chassis support as it bounces with the drive wheel, reducing the degree of vibration of the chassis support, and achieving shock absorption.

[0177] In one embodiment, the elastic element may have annular hook-shaped structures at both ends, and the elastic element is connected to the two shafts via these annular hook-shaped structures. Alternatively, the elastic element may be sleeved on two connecting rods, i.e., the rotating arm also includes the two connecting rods. These two connecting rods are hollow structures, and the outer diameter of one connecting rod matches the inner diameter of the other. One end of the other connecting rod is fitted over the outside of the first connecting rod, and the other end of both connecting rods has a through hole perpendicular to the length direction of the connecting rod, for insertion into one of the two shafts. Thus, as the rotating arm rotates around the two shafts, the overlapping area of ​​the two connecting rods increases or decreases, thereby lengthening or compressing the elastic element.

[0178] In one embodiment, such as Figure 10 As shown, the shock-absorbing assembly of this embodiment may include a fixing member in addition to the elastic element. The fixing member may include a first fixing plate 10424-3 fixedly connected to and perpendicular to the third mounting plate 10423, and two second fixing plates 10424-4 arranged parallel to the first fixing plate and along the output shaft direction of the motor. Both second fixing plates 10424-4 are connected to the first fixing plate 10424-3. The other shaft of the rotating shaft may be sandwiched between the two second fixing plates. One of the shafts of the rotating shaft is fixedly connected to the mounting plate 10425-1. For example, the shock-absorbing assembly may also include a support member, through which one shaft can be fixedly connected to the mounting plate 10425-1.

[0179] This embodiment, by configuring a shock-absorbing assembly with a first fixed plate and a second fixed plate, can improve the stability of the shock-absorbing assembly. Compared to fixing both axles to a third mounting plate, it can increase the degree to which the elastic element is compressed or stretched when the wheel vibrates. This is because the position of one axle is affected by the drive wheel, while the position of the other axle is affected by the vehicle frame. Thus, the shock absorption effect can be effectively improved.

[0180] According to embodiments of this disclosure, the vehicle's drive unit may also be equipped with a cooling fan to dissipate heat from the motor, thereby improving the service life and operational stability of the vehicle's drive unit. For example... Figure 11 As shown, in this embodiment, in addition to the drive motor 10421, power transmission component 10422, third mounting plate 10423 and shock absorption component 10424, the drive device 1040 also includes a cooling fan 10428 and a fan mounting bracket 10429.

[0181] The cooling fan 10428 and the drive wheel assembly can be located on different sides of the drive motor 10421. That is, the cooling fan is located on the side of the drive motor 10421 away from the wheel. The cooling fan 10428 can be located close to the drive motor 10421 to improve heat dissipation efficiency.

[0182] The fan mounting bracket 10429 can be used to mount the cooling fan 10428 onto the chassis bracket. The fan mounting bracket 10429 can also be fixedly connected to the third mounting plate 10423, and the area of ​​the fan mounting bracket 10429 near the drive motor 10421 can also be provided with a heat sink, for example, to improve heat dissipation efficiency and heat dissipation uniformity.

[0183] For example, the number of cooling fans 10428 can be selected according to actual needs. The cooling fans 10428 can be cooled by air or liquid cooling, and the type of cooling fan can be selected according to actual needs. This disclosure does not limit this.

[0184] In one embodiment, the drive wheel assembly may include a drive wheel, a drive wheel hub, two second drum brake pads, a second rotating shaft, a second fixed shaft, and a second cable rod. It is understood that the structures of the second drum brake pads, the second rotating shaft, the second fixed shaft, and the second cable rod may be similar to the structures of the first drum brake pads, the first rotating shaft, the first fixed shaft, and the first cable rod described above.

[0185] The two second drum brake pads are positioned opposite each other between the drive wheel and the drive wheel hub. Specifically, the drive wheel is sandwiched in the space enclosed by the two second drum brake pads, and the drive wheel is fitted around the two second drum brake pads.

[0186] In one embodiment, the drive wheel may include a tire, a rim, and spokes, and the portion of the drive wheel hub protruding from the two second drum brake pads may be fixedly connected to the spokes, thereby driving the drive wheel to rotate.

[0187] The second rotating shaft and the second fixed shaft are used to fix the two second drum brake pads together. Specifically, the second rotating shaft can be clamped at the first end of the two second drum brake pads, with the first ends of the two drum brake pads close to each other. The second fixed shaft can be clamped at the second end of the two drum brake pads, with the second ends of the two drum brake pads close to each other.

[0188] The second pull rod is fixedly connected to the second rotating shaft and also to the second brake cable in the second braking system. Thus, when the second brake cable is tightened, it drives the second pull rod and the second rotating shaft to rotate. Rotating the second rotating shaft, for example, generates a thrust on the two second drum brake pads, increasing the distance between the two first ends of the two second drum brake pads and thus increasing the friction between the two second drum brake pads and the drive wheel. Conversely, when the second brake cable is released, it drives the second pull rod and the second rotating shaft to rotate, decreasing the distance between the two first ends of the two second drum brake pads and thus reducing the friction between the two second drum brake pads and the drive wheel.

[0189] In one embodiment, the portion of the second rotating shaft sandwiched between the two drum brake pads can have different dimensions in different directions. When installing the second rotating shaft and the second pull rod, the released second brake cable can be fixedly connected to the second pull rod, and the two surfaces of the second rotating shaft perpendicular to the smaller dimension can be in contact with the two first ends. Thus, when the second brake cable is tightened, the distance between the two first ends can be increased by rotating the second rotating shaft.

[0190] This embodiment of the invention, by employing the aforementioned structure of drum brake pads, rotating shaft, and cable rod, enables braking of the drive wheels in a confined space. This effectively reduces the space required for a drive system with braking functionality, facilitating the miniaturization and flattening of the test vehicle.

[0191] The following will combine Figure 11 The structure of either the first braking system or the second braking system included in the vehicle chassis is described in detail.

[0192] Figure 11 This is a schematic diagram of the braking system according to an embodiment of the present disclosure.

[0193] like Figure 11 As shown, the braking system 1150 of this embodiment may include a power component 1151, a power transmission component 1152, a translation component 1153, a power storage component 1154, and a braking component 1155.

[0194] The power assembly 1151 can be, for example, a brake motor. The power transmission assembly 1152 is connected to the output shaft of the power assembly 1151, specifically to the output shaft of the brake motor. The power transmission assembly 1152 can be, for example, a component that converts the rotation of the brake motor's output shaft into translation. For example, the power transmission assembly 1152 can be a crank-slider assembly, a gear and rack assembly, a crank-slider mechanism, etc., and this disclosure does not limit it to these specific types.

[0195] The translation component 1153 is connected to the power transmission component 1152. The translation component 1153 can be any mechanical part that can move under thrust, and this disclosure does not limit it.

[0196] The energy storage component 1154 can be, for example, an elastic element or other mechanical component that can be compressed under thrust and automatically return to its original length after the thrust disappears. In this way, the energy storage component stores energy under the propulsion of the translation component.

[0197] The brake assembly 1155 may include, for example, a brake cable. This brake assembly is connected to the translation assembly 430 and the drive wheel / steering wheel assembly, and is tightened or released under the action of the translation assembly 1153. For example, one end of the brake cable may be fixed to the translation assembly 1153, and the other end may be fixed to the drive wheel / steering wheel assembly described above. Specifically, the other end of the brake cable is connected to a pull rod on the drive wheel / steering wheel assembly described above.

[0198] For example, when the translation component 1153 moves in the first direction and compresses the energy storage component 1154, the brake cable can be released. When the energy stored in the energy storage component 1154 is released, the translation component moves in the second direction, thereby tightening the brake cable and causing the cable pull rod to rotate. This increases the distance between the two second drum brake pads / two first drum brake pads described above, increasing the friction between the second drum brake pads / first drum brake pads and the inner surface of the tire of their respective wheel assembly, thus providing resistance to the rotation of the drive wheel / steering wheel.

[0199] For example, the thrust provided by the power transmission component to the translation component can be balanced with the force applied to the translation component by the energy storage component, thereby controlling the energy storage component to maintain its stored energy state. When the vehicle loses power, the thrust provided by the power transmission component to the translation component disappears due to the power loss of the power component. The translation component can then move in the second direction under the force applied by the energy storage component, thereby tightening the brake cable. Therefore, through this embodiment, the energy storage component can release energy when the vehicle loses power, causing the brake component to tighten and drive the first / second drum brake pads to apply force to the steering / drive wheels. Thus, a vehicle equipped with this braking system can automatically brake when power is lost, avoiding safety hazards caused by the vehicle continuing to move due to inertia when power is lost.

[0200] In summary, the braking system of the vehicle in this embodiment of the present disclosure, through the setting of the energy storage component, can effectively improve the safety of vehicle driving and facilitate the efficiency of bringing autonomous driving to market.

[0201] In one embodiment, the power transmission assembly may include, for example, a lead screw and nut assembly, with one end of the lead screw connected to the output shaft of the power assembly. The nut engages with the lead screw. When the lead screw rotates under the drive of the power assembly, the nut can move along the lead screw. A translational assembly may be sleeved on the lead screw and positioned relative to the nut, closer to the other end of the lead screw. Thus, when the nut moves towards the other end of the lead screw, it can push the translational assembly to move.

[0202] In one embodiment, the power transmission component can use a structure of synchronous pulleys and drive belts for power transmission, so that the translation component and the power storage component can be set on one side of the power component along the height direction, thereby reducing the overall size of the braking system in the horizontal direction and facilitating the miniaturization design of the vehicle chassis and the vehicle.

[0203] like Figure 11 As shown, the power transmission assembly 1152 of this embodiment may include two synchronous pulleys, a transmission belt, a lead screw, a nut, and a rotating block.

[0204] One of the two synchronous pulleys can be connected to the output shaft of the power assembly 1151, thus rotating under the drive of the power assembly 1151. The other synchronous pulley is fixedly connected to one end of the lead screw, and a transmission belt is fitted onto the two synchronous pulleys. Thus, when one synchronous pulley rotates under the drive of the power assembly 1151, it can drive the other synchronous pulley to rotate via the transmission belt, causing the other synchronous pulley to drive the lead screw to rotate. In this way, the nut on the lead screw can move relative to the lead screw along its length.

[0205] The other end of the lead screw is fixedly connected to the rotating block. The aforementioned translation component 1153 and energy storage component 1154 can be sequentially mounted on the lead screw in a direction away from the other synchronous pulley. The nut can be fixedly connected to the translation component by a screw or other connecting piece. In this way, the rotating block can limit the position of the energy storage component 1154. When the nut moves towards the other end of the lead screw along its length, it can push the translation component 1153 to move and compress the energy storage component 1154, so that the energy storage component 1154 stores energy.

[0206] In one embodiment, such as Figure 11 As shown, the power transmission assembly 1152 may also include a mounting plate, on which two synchronous pulleys can be fixed via screws or other connectors. This mounting plate can be fixedly connected to a chassis bracket in the vehicle chassis, thereby fixing the translation assembly 1153 and the power storage assembly 1154 to one side of the power assembly 1151 along the height direction.

[0207] In one embodiment, the power transmission assembly 1152 may further include two tensioning pulleys. These two tensioning pulleys can be fixed to a fixed plate and are positioned vertically between two synchronous pulleys. The two tensioning pulleys are symmetrically arranged with respect to the line connecting the rotation axes of the two synchronous pulleys, and both press against the transmission belt, causing the transmission belt to rest between the two tensioning pulleys. This arrangement of the two tensioning pulleys ensures that the transmission belt remains taut, thus preventing the transmission belt from loosening and causing unstable braking performance due to prolonged operation.

[0208] According to embodiments of this disclosure, an electromagnet can be incorporated into the energy storage assembly. When energized, the electromagnet generates magnetic force and, through attraction, prevents the rotating block from rotating, thereby limiting the position of the nut on the lead screw. In this way, the energy storage assembly can maintain its energy-storing state without requiring a power component. When power is de-energized, the electromagnet loses its magnetic force, allowing the energy storage assembly to release energy and move the translation component and the nut, causing the rotating block to rotate and tightening the brake component connected to the translation component. The rotating block, for example, can be made of a ferromagnetic material so that it stops rotating under the attraction of the electromagnet when it generates magnetic force. Correspondingly, the energy storage assembly may also include an elastic element sleeved on the lead screw.

[0209] In addition, to better define the position of the elastic element and ensure the stability of the stored energy, the energy storage component in this embodiment can also be provided with a first fixed base. One end of the elastic element is fixedly connected to the first fixed base, and the other end of the elastic element is fixedly connected to the translation component.

[0210] like Figure 11 As shown, the energy storage component 1154 in this embodiment may include a third elastic element, a first fixed base, and an electromagnet.

[0211] The third elastic element is sleeved on the lead screw, and one end of the third elastic element is fixedly connected to the translation component 1153, while the other end of the third elastic element is fixedly connected to the first fixed seat.

[0212] For example, the first fixed base may have a through hole through which the lead screw passes and is fixedly connected to the rotating block. In this embodiment, a base plate may also be provided, which is disposed between the power assembly 1151, the translation assembly 1153, and the power storage assembly 1154, and is fixedly connected to the chassis bracket of the vehicle chassis. In this embodiment, the first fixed base can be fixed on the base plate to improve the stability of the overall structure.

[0213] The electromagnet can be positioned on the side of the rotating block away from the first fixed base. That is, the rotating block is positioned between the electromagnet and the first fixed base, so that the attractive force provided by the electromagnet is opposite in direction to the elastic force provided to the translation assembly 1153 when the third elastic element is compressed. The electromagnet can be fixedly connected to the substrate described above or to the chassis bracket of the vehicle chassis in any manner. The electromagnet should be fixed to the same side of the power assembly as the rotating block. Thus, the electromagnet can attract the rotating block when energized and release it when de-energized.

[0214] In one embodiment, the energy storage component can provide a movable axis for the electromagnet, along which the electromagnet can move. Thus, when the electromagnet is energized, it can move along the movable axis close to the rotation axis and attract the rotation axis. That is, the electromagnet can attract the rotating block when energized and release the rotating block when de-energized.

[0215] According to embodiments of this disclosure, the energy storage assembly may also be provided with a second fixed base and a fourth elastic element. The fourth elastic element provides the electromagnet with a force away from the rotating block, thereby avoiding the situation where the electromagnet is too close to the rotating block and causes resistance to the rotation of the rotating block when braking is required.

[0216] like Figure 11 As shown, in addition to the third elastic element, the first fixed base and the electromagnet, the energy storage component 1154 of this embodiment may also include, for example, a second fixed base, a fourth guide post and a fourth elastic element.

[0217] The second fixing base is located on the side of the electromagnet away from the rotating block. One end of the fourth guide post passes through the second fixing base and is fixedly connected to the electromagnet, and the fourth elastic member is sleeved on the fourth guide post. For example, one end of the fourth elastic member is fixedly connected to the second fixing base, and the other end of the fourth elastic member abuts against the other end of the fourth guide post away from the electromagnet. For example, the second fixing base may be provided with a through hole, through which the fourth guide post passes.

[0218] In one embodiment, the fourth elastic element is in a compressed state when the electromagnet is energized. Thus, when the power is off, the fourth elastic element can apply a force to the other end of the fourth guide post, causing the fourth guide post to move the electromagnet closer to the second fixed base until the electromagnet is in contact with the second fixed base. In one embodiment, when the electromagnet is in contact with the second fixed base, the distance between the second fixed base and the other end of the fourth guide post can be less than or equal to the natural length of the fourth elastic element. To ensure a stable contact between the electromagnet and the second fixed base when the power is off, even when the electromagnet is in contact with the second fixed base, the distance between the second fixed base and the other end of the fourth guide post can still be less than the natural length of the fourth elastic element.

[0219] In one embodiment, to facilitate the movement of the electromagnet along the length of the fourth guide post, the energy storage assembly 1154 can be equipped with two side plates, which are fixedly connected to the first fixed base. The second fixed base can be fixedly positioned by being fixedly connected to the two side plates. The two side plates can be arranged perpendicular to the first and second fixed bases, and the electromagnet can be disposed between the two side plates.

[0220] In one embodiment, the number of fourth guide posts and fourth elastic elements can be two or more, thereby increasing the force provided to the electromagnet away from the rotating block.

[0221] In one embodiment, the power assembly 1151 may include, for example, a speed reducer in addition to the brake motor. The input shaft of the speed reducer is connected to the output shaft of the motor, and the output shaft of the speed reducer is connected to the power transmission assembly 1152. The power transmission assembly 1152 may, for example, adopt the structure described above, including two synchronous pulleys and a drive belt. Thus, the output shaft of the speed reducer can be connected to the lower of the two synchronous pulleys. By incorporating a speed reducer into the power assembly 1151, it can match the speed and transmit torque between the motor and the synchronous pulleys, thereby improving the service life of the power transmission assembly to some extent.

[0222] In one embodiment, the brake assembly 1155 may include, for example, a brake cable retractor 11551, a brake cable retainer 11552, and a brake cable 11553. The brake cable retractor 11551 may be fixedly connected to a chassis bracket of the vehicle chassis. When the brake assembly is released, the brake cable retractor 11551 may house a portion of the brake cable. The brake cable retainer 11552 may be fixedly connected to the translation assembly 1153, specifically disposed on the upper surface of the translation assembly 1153. The brake cable 11553 may extend from the brake cable retractor 11551, pass through the brake cable retainer 11552, and extend from the position of the brake cable retainer 11552 to the wheel assembly. The end of the brake cable 11553 away from the brake cable retractor 11551 may be fixedly connected to the first / second pull rod described above. The brake cable fixing component 11552 allows the position where the brake cable 11553 is fixed to the brake cable fixing component 11552 to move with the translation component, thereby tightening or releasing the brake cable, which in turn allows the brake cable to pull the rotating shaft to rotate.

[0223] In one embodiment, such as Figure 12As shown, the braking system 1150 of this embodiment, in addition to the power assembly 1151, power transmission assembly 1152, translation assembly 1153, energy storage assembly 1154, and braking assembly 1155, may also include a distance sensor 1156. This sensor detects whether the braking assembly 1155 is fully released. When fully released, the electromagnet is energized, thereby keeping the vehicle in an unbraked state, facilitating vehicle start-up. Specifically, the distance sensor 1156 can be, for example, mounted on the first fixed base included in the energy storage assembly 1154, to sense the distance between the first fixed base and the translation assembly 1153. When the vehicle starts, the brake motor in the power assembly 1151 begins to operate, causing the nut in the power transmission assembly 1152 to translate along the lead screw away from the synchronous pulley, thereby pushing the translation assembly 1153 to move closer to the first fixed base. When the distance between the translation component 1153 and the first fixed seat is less than a predetermined distance, the vehicle's central controller, which is connected in communication with the distance sensor 1156, can, for example, energize the electromagnet in the energy storage component 1154 through the control circuit, so that the electromagnet attracts the rotating block in the power transmission component 1152, thereby causing the third elastic element in the energy storage component 1154 to be in a compressed state, thus realizing energy storage.

[0224] In one embodiment, the braking system 1150 may also be provided with a distance measuring plate on the translation component 1153 so that the distance sensor 1156 can detect the distance between the translation component 1153 and the first fixed base.

[0225] The braking system of this disclosure embodiment can achieve braking control of the drive wheels and / or steering wheels. Compared with braking systems in related technologies, it can effectively reduce the overall structural size of the braking system, which is beneficial for vehicle miniaturization design.

[0226] The following will combine Figure 12 The structure of the electrical system included in the vehicle chassis is described in detail.

[0227] Figure 12 This is a schematic diagram of the structure of an electrical system according to an embodiment of the present disclosure.

[0228] like Figure 12 As shown, the electrical system 1230 of this embodiment may include a power supply module 1231, a first motor drive module 1232, a second motor drive module 1233, a communication module 1234, and a control module 1235.

[0229] According to embodiments of this disclosure, the power module 1231 may, for example, include a battery pack composed of multiple battery modules connected in series and / or in parallel. The power module 351 provides a positive terminal and a negative terminal for electrical connection via wires to other modules in the electrical system, providing power to those other modules. The power module 1231 may also provide a charging interface, allowing charging of the power module 1231 by inserting a charging gun from a charging station into the charging interface.

[0230] The battery module in this power supply module can be composed of multiple batteries connected in series, such as lithium batteries, lead-acid batteries, or nickel-metal hydride batteries. Considering the differences in rated voltage among different electronic components in the vehicle chassis, the power supply module may also include a voltage converter to facilitate providing stable voltage to each electronic component and improve their lifespan. For example, the rated voltage of the electronic components in the drive module is typically higher, while the rated voltage of the electronic components in the communication and control modules is typically lower.

[0231] The first motor drive module 1232 can be, for example, located on one side of the power module 1231 along a first direction. When the electrical system is installed on the chassis bracket of the vehicle chassis, the first direction can be, for example, the width direction of the vehicle chassis. The first motor drive module 1232 can be used to control the power motors included in the drive system of the vehicle chassis.

[0232] The second motor drive module 1233 can be located on the other side of the power module 1231 along the first direction, and is located on one side of the first motor drive module 1233 in the second direction. For example, when the electrical system 1230 is mounted on a chassis bracket in the vehicle chassis, the second motor drive module 1233 is closer to the steering system in the vehicle chassis than the first motor drive module 1232. The second motor drive module 1233 can be used to control the steering motor and brake motor in the vehicle chassis. For example, the second motor drive module 1233 may include a steering motor driver and a brake motor driver. The reason for integrating the steering motor driver and brake motor driver into the same module is that the steering motor driver and brake motor driver are usually smaller in size than the drive motor driver. Integrating them into the same module makes full use of the installation space in the vehicle chassis. For example, if the vehicle chassis includes two braking systems that control the drive wheels and steering wheels respectively, then the motor drivers in the second motor drive module 1233 include one steering motor driver and two brake motor drivers. The second direction is perpendicular to the first direction.

[0233] The communication module 1234 is disposed on one side of the first motor drive module 1232 in the second direction, meaning that the communication module 1234 and the second motor drive module 1233 are located on the same side of the first motor drive module 1232 in the second direction. Furthermore, the communication module 1234 is also disposed on one side of the power module 1231 along the first direction. That is, the communication module 1234 and the first motor drive module 1232 are located on the same side of the power module 1231 in the first direction. For example, the communication module 1234 may include remote control sensors and network devices, etc.

[0234] The control module 1235 can be located on the side of the second motor drive module 1233 closer to the power module 1231 in the second direction. The control module 1235 may include, for example, a central controller. The control module 1235 can communicate with other modules in the electrical system via a CAN network to control the operation of modules other than the control module. The central controller in the control module 1235 may integrate a battery management system (BMS) to monitor the operating status of the battery pack in the power module 1231.

[0235] This embodiment, through the arrangement of the relative positions of the modules in the electrical system, allows all modules except the power supply module to be placed close to the power supply module. This improves the centralization of electronic components in the electrical system and thus facilitates the miniaturization of the vehicle chassis. Furthermore, since there is no overlap in the height direction between the electronic components, it also facilitates a flattened design of the vehicle chassis.

[0236] Understandable Figure 12 The space between the communication module 1234 and the power module 1231 can be used for various wiring, such as electrical wires and communication cables. Alternatively, the space between the communication module 1234 and the power module 1231 can also be used for functional modules that provide auxiliary functions for the vehicle, such as navigation modules or radio modules; this disclosure does not limit this.

[0237] According to embodiments of this disclosure, such as Figure 12 As shown, in the electrical system 1230 of this embodiment, the power module 1231 may include a battery pack 12311, a voltage converter 12312, and a relay 12313.

[0238] In this configuration, the battery pack 12311 can be positioned on one side of the first motor drive module 1232 in the first direction. The voltage converter 12312 and the relay 12313 can be sequentially positioned between the communication module 1234 and the control module 1235 in the first direction, and positioned on the side of the battery pack 12311 closer to the communication module 1234 in the second direction. This arrangement fully utilizes the space between the communication module 1234 and the control module 1235, facilitating a higher degree of centralization in the electrical system.

[0239] The voltage converter 12312 and the relay 12313 can be electrically connected to the battery pack 12311 in parallel. For example, the input terminal of the voltage converter 12312 is connected to the output terminal of the battery pack 12311, and the input terminal of the relay 12313 is also connected to the output terminal of the battery pack 12311.

[0240] For example, the output of voltage converter 12312 can be electrically connected to control module 1235. In this way, the voltage output by battery pack 12311 can be converted by voltage converter 12312 into a voltage compatible with control module 1235.

[0241] For example, the output terminal of relay 12313 is electrically connected to the first motor drive module 1232 and the second motor drive module 1233. In this way, a small control quantity executed at the relay can effectively control the high-power circuits in the drive modules, preventing circuit burnout due to excessive power in the drive modules and improving the stability of the electrical system.

[0242] In one embodiment, the power module 1231 may further include a filter 12314, which may be disposed between the voltage converter 12312 and the communication module 1234. The input terminal of the voltage converter 12312 can be electrically connected to the battery pack 12311 via the filter 12314. This provides a stable voltage to the voltage converter 12312, avoiding the impact of electromagnetic interference and other factors on the performance and lifespan of the voltage converter 12312.

[0243] In one embodiment, the power module 1231 may further include a fuse element 12315. The fuse element 12315 may be disposed between the battery pack 12311 and the relay 12313. The output terminal of the relay 12313 may be electrically connected to the first motor drive module 1232 and the second motor drive module 1233 via the fuse element 12315. The fuse element provides overcurrent protection, improving the safety and lifespan of the electrical system.

[0244] In one embodiment, the electrical system 1230 may further include a radio module 1236, which may be disposed between the communication module 1234 and the voltage converter 12312. The radio module 1236 may be electrically connected to the output of the voltage converter 12312. This allows the voltage converter 12312 to provide a suitable voltage to the radio module 1236, thus providing power for the operation of the radio module 1236.

[0245] In one embodiment, the electrical system 1230 may further include a navigation module 1237, which may include a car integrated navigation system. The navigation module 1237 may be disposed between the communication module 1234 and the voltage converter 12312. The navigation module 1237 may be electrically connected to the output of the voltage converter 12312. This allows the voltage converter 12312 to provide a suitable voltage to the navigation module 1237, providing power for its operation.

[0246] It is understood that when the electrical system 1230 includes not only the radio module 1236 but also the navigation module 1237, the radio module 1236 and the navigation module 1237 can be arranged between the communication module 1234 and the voltage converter 12312 in any manner. By arranging the radio module 1236 and / or the navigation module 1237 between the communication module and the voltage converter, it is convenient to provide power to the radio module 1236 and / or the navigation module 1237, and it is also convenient for the radio module 1236 and / or the navigation module 1237 to communicate with the outside world via the communication module. In this way, it is easier to reduce the wiring length, further make full use of space, and facilitate the miniaturization design of the electrical system and the vehicle chassis.

[0247] It is understandable that electronic devices such as current terminals or voltage terminals can be installed between the battery pack 12311 and the voltage converter 12312 to enable real-time monitoring of power supply parameters.

[0248] According to embodiments of this disclosure, the power supply module and control module in the electrical system can be equipped with various connection interfaces as needed. For example, the power supply module can provide a power interface to facilitate the connection of various electrical devices in the vehicle to the power supply module. For example, the control module can provide a power interface to facilitate the connection of peripheral electrical devices of the central controller, such as radiators. For example, the control module can provide an input / output interface (I / O) to facilitate access to distance sensors, image sensors, etc., to realize data input / output. For example, the control module can provide a bus standard interface, such as a CAN bus standard interface, to facilitate communication connection with drivers or encoders.

[0249] According to embodiments of this disclosure, the first motor drive module may include a left servo motor driver and a right servo motor driver. The second motor drive module may include a steering motor driver, a front wheel brake motor driver (i.e., a driver that drives the brake motor in the first braking system), and a right wheel brake motor driver (i.e., a driver that drives the brake motor in the second braking system). The communication module includes network equipment and remote control sensors. The control module includes a central controller.

[0250] Both the network device and the remote control sensor are electrically connected to the voltage converter to operate at the voltage converted by the converter. For example, the network device can communicate with a Wi-Fi antenna in the vehicle to generate a network signal. The remote control sensor can communicate with a remote control antenna in the vehicle to receive remote control signals, etc.

[0251] In one embodiment, such as Figure 13 As shown, both the radio module 1236 and the navigation module 1237 can be electrically connected to the voltage converter to operate at the voltage converted by the voltage converter. The navigation module 1237 can also be communicatively connected to the antenna assembly described above to receive satellite signals for vehicle positioning and navigation.

[0252] In one embodiment, the network device, remote control sensor, navigation module 1237 and radio module 1236 may be connected to the central controller via a communication interface to transmit and receive data with the central controller, facilitating unified control of the vehicle.

[0253] In one embodiment, the control module may be configured with a first bus standard interface. Through this first bus standard interface, the control module can communicate with the first motor drive module 1232 and the second motor drive module 1233 to control the motor drivers in the two motor drive modules, thereby controlling the movement of the vehicle. Specifically, the central controller provides a CAN bus standard interface, which can communicate with the left servo motor driver, right servo motor driver, steering motor driver, front wheel brake motor driver, and right wheel brake motor driver via a CAN network to control these motor drivers. For example, by controlling the left servo motor driver, the rotational speed of the left servo motor (i.e., the drive motor described above) that drives the left drive wheel of the vehicle can be controlled; by controlling the right servo motor driver, the rotational speed of the right servo motor that drives the right drive wheel of the vehicle can be controlled, thereby controlling the vehicle's speed. For example, by controlling the steering motor driver, the rotational speed of the steering motor in the steering system can be controlled, thereby controlling the vehicle's direction of travel. For example, by controlling the front wheel brake motor driver / rear wheel brake motor driver, the start or stop of the brake motor in the first braking system / second braking system can be controlled, thereby controlling the vehicle's braking.

[0254] In one embodiment, the steering system may further include a rotary encoder connected to the output shaft of the steering motor. This rotary encoder allows for precise control of the steering wheel angle. Accordingly, the control module may also be configured with a second bus standard interface for communication with the rotary encoder. Specifically, the central controller may have another CAN bus standard interface, through which the rotary encoder can be connected to the other CAN bus standard interface via a CAN network, enabling the central controller to control the rotary encoder.

[0255] In one embodiment, the central controller in the control module may, for example, integrate a BMS. The control module can communicate with the power module through the aforementioned other bus standard interface or an additionally configured bus standard interface, specifically by communicating with current terminals in the power module to monitor the operating status of the battery pack in the power module.

[0256] In one embodiment, in addition to the vehicle chassis, the vehicle may also include a signal system for providing indication signals to the driver. For example, this signal system may include a control power indicator, a system power indicator, and a buzzer, and the electronic components in the signal system can be connected to a central controller. For example, the control module may be configured with a first input / output interface for connecting to the signal system. Specifically, the central controller provides a first I / O interface, through which the control power indicator, system power indicator, and buzzer can be connected to operate under the control of programmable circuitry in the central controller. In one embodiment, the signal system may also include a reserved communication interface to facilitate the connection of mobile communication devices, thereby improving the vehicle's intelligence level.

[0257] In one embodiment, the battery pack 12311 can connect the vehicle's emergency stop button circuit, the key switch circuit, and the filter in series. In this way, the filter and voltage converter are activated only when both the emergency stop button circuit and the key switch circuit are engaged.

[0258] In one embodiment, the first / second braking system may include, for example, an electromagnet connected to a control module and electrically connected to a voltage converter. For example, the control module may also be configured with a second input / output interface, connected to the electromagnet via this interface. For example, the central controller may provide a second I / O interface to send programmable control signals to the electromagnet, controlling the electrical connection between the electromagnet and the voltage converter, thereby controlling the electromagnet's energization or de-energization. For example, when energized, the electromagnet may generate magnetic force and attract a ferromagnetic object, thereby keeping the first / second brake cable taut and controlling the vehicle's braking. Whether the electromagnet is energized can be controlled by the central controller, or a mechanically operable switch can be provided to open or close, de-energizing or energizing the electromagnet by opening or closing the switch.

[0259] In one embodiment, the control module may further be configured with a third input / output interface, which is connected to a sensor in the vehicle chassis to provide programmable control signals to the sensor. The sensor in the vehicle chassis may include, for example, a distance sensor, a temperature sensor, etc., and this disclosure does not limit the scope thereto.

[0260] In one embodiment, the electrical system also includes a heat sink. For example, a controller heat sink may be configured. The controller heat sink may be located near the control module to dissipate heat for the central controller, etc. Accordingly, the power module may be configured with a first power interface for electrical connection to the controller heat sink. The controller heat sink may also be connected to the central controller via an input / output interface to operate under the control of programmable control signals from the central controller. For example, when the vehicle chassis temperature is high, the rotational speed of the controller heat sink can be increased to improve heat dissipation efficiency.

[0261] In one embodiment, the electrical system may also be equipped with a motor heat sink. The motor heat sink may be located near at least one of the left / right servo motors (i.e., drive motors), steering motors, and front / rear wheel brake motors to dissipate heat from the motors. Accordingly, the power module may be equipped with a second power interface for electrical connection to the motor heat sink. The motor heat sink may also be connected to a central controller via an input / output interface to operate under the control of programmable control signals from the central controller. For example, when the vehicle speed is high, the rotational speed of the motor heat sink 558 can be increased to improve heat dissipation efficiency.

[0262] The following will combine Figure 13 The structure of the power supply module in the electrical system is described in detail.

[0263] Figure 13 This is a schematic diagram of the power module according to an embodiment of the present disclosure.

[0264] like Figures 14-15 As shown, the battery pack 13311 in the power module may include a battery housing 13311-1 and multiple battery modules 13311-2.

[0265] In one embodiment, the battery module 13311-2 may be composed of multiple battery cells connected in series and parallel. These battery cells may be high-energy-density cells, thereby increasing the amount of electricity that the battery module 13311-2 can store and improving its charging efficiency. For example, the battery cells may be made of lithium-ion or lithium polymer materials, and this disclosure does not limit the specific materials used.

[0266] In one embodiment, the battery housing device 13311-1 may include a housing cavity, a plurality of second reinforcing ribs, and a plurality of guide rods.

[0267] The receiving cavity may have an opening. For example, the receiving cavity may include a bottom wall and four side walls. The four side walls are connected in sequence, and each of the four side walls is fixedly connected to the bottom wall, thereby forming the opening of the receiving cavity.

[0268] Each of the plurality of second reinforcing ribs can be fixed to two opposite sidewalls of the receiving cavity. For example, the second reinforcing rib can be fixed to the two longer opposite sidewalls of the four sidewalls, i.e., the extension direction of the second reinforcing rib is a first direction, which can be the width direction of the opening. Alternatively, the second reinforcing rib can be fixed to the two shorter opposite sidewalls of the four sidewalls, i.e., the extension direction of the second reinforcing rib is a second direction, which can be the length direction of the opening. The first direction and the second direction are perpendicular to each other. Alternatively, some of the second reinforcing ribs can extend in the first direction, and some can extend in the second direction. The second reinforcing ribs in the first direction and the second reinforcing ribs in the second direction are interwoven.

[0269] In one embodiment, multiple second reinforcing ribs can be arranged periodically to ensure that different areas of the battery housing 13311-1 can withstand more even pressure. The shape of the second reinforcing ribs can be cuboid or trapezoidal, etc. The multiple second reinforcing ribs can be integrally formed with the housing cavity or detachably connected to the housing cavity.

[0270] The plurality of guide rods may extend from at least a portion of the second reinforcing ribs to the bottom wall of the receiving cavity opposite the opening, and the plurality of guide rods are fixed to the bottom wall. For example, each of the at least a portion of the second reinforcing ribs may have one or more guide rods extending therefrom. Alternatively, one or more guide rods may extend from each of the plurality of second reinforcing ribs. To improve stability, at least two guide rods may extend from each second reinforcing rib, and the at least two guide rods may be evenly distributed on the second reinforcing ribs.

[0271] In one embodiment, the multiple guide rods may be, for example, columnar structures or cuboid structures, etc., and this disclosure does not limit them. For example, the multiple guide rods may also be symmetrically arranged with respect to the center point of the receiving cavity, thereby improving the uniformity of pressure bearing of the battery receiving device. For example, the multiple guide rods may be integrally formed with multiple second reinforcing ribs, or may be detachably connected to multiple second reinforcing ribs, and this disclosure does not limit them.

[0272] By incorporating multiple second reinforcing ribs in this embodiment, multiple receiving spaces can be formed with the receiving cavity, which can be used to house the battery module. The depth of the receiving cavity should be such that the battery module housed within the receiving space is below the positions of the multiple second reinforcing ribs. Thus, when the battery module is housed in the battery receiving device and subjected to pressure, the pressure acts directly on the multiple second reinforcing ribs and is transmitted to the bottom wall of the battery receiving device 13311-1 via multiple guide rods. This improves the pressure resistance of the battery receiving device 13311-1, protecting the battery module from pressure and preventing damage due to pressure, thereby improving the power supply stability and lifespan of the battery module.

[0273] In one embodiment, the battery housing device 13311-1 includes a cover in addition to the housing cavity, multiple second reinforcing ribs and multiple guide rods.

[0274] The size of the cover can be adapted to the size of the opening of the receiving cavity. The cover can be fixedly connected to the receiving cavity via a fastener to cover the opening, thus protecting the battery modules housed in the multiple receiving spaces formed by the receiving cavity and the multiple second reinforcing ribs from wind and rain, improving the lifespan of the battery modules and the stability of power supply. For example, the size of the cover can be slightly larger than the size of the opening of the receiving cavity to ensure complete coverage of the opening.

[0275] In one embodiment, the sidewall forming the opening of the receiving cavity may have a fixing groove on the side near the opening. For example, the fixing groove may be provided on the end face of the sidewall away from the bottom wall. Correspondingly, a protrusion matching the fixing groove may be provided on the inner surface of the cover. When connecting the cover and the receiving cavity, the protrusion of the cover can be first engaged in the fixing groove of the receiving cavity, and then the cover and the receiving cavity can be fixedly connected using a fastener. The fixing groove and protrusion improve the stability of the connection between the cover and the receiving cavity.

[0276] In one embodiment, the battery housing device 13311-1 may further include a sealing element disposed within a fixing groove on the side wall. This prevents external impurities (such as moisture or dust) from entering the housing space from the mating surface between the housing cavity and the cover when the cover is fixedly connected. Thus, the battery housing device 13311-1 has waterproof and dustproof functions, ensuring the safety of the battery module's power supply. For example, the sealing element may be a rubber seal; this disclosure does not limit its application.

[0277] For example, by setting the seal in the battery housing device 13311-1, the battery module can achieve an IP67 protection safety level after the battery housing device 13311-1 houses the battery module.

[0278] In one embodiment, at least one through hole may be provided on at least one sidewall forming the opening of the receiving cavity. This through hole can be used for wiring connecting the battery module to an external device. The wiring may include, for example, electrical wires or communication cables, and this disclosure is not limited thereto. For example, there may be multiple through holes, which can be periodically arranged on the sidewall. The provision of at least one through hole improves the convenience and neatness of wiring and ensures the enclosure of the receiving space as much as possible.

[0279] In one embodiment, the battery housing 13311-1 may further include an even number of handles. These even number of handles may be symmetrically arranged on the outer sides of two opposite side walls of the housing cavity to facilitate movement of the battery housing 13311-1.

[0280] For example, the handle can be an arc-shaped piece with an outer edge, which is fixedly connected to the side wall of the receiving cavity via the outer edge.

[0281] For example, the handle may include a handle retainer and a pull ring. The handle is fixedly connected to the side wall of the receiving cavity via the handle retainer, and the pull ring is rotatably connected to the retainer. Thus, the battery receiving device can be lifted by pulling the pull ring. When the battery receiving device does not need to be lifted, the pull ring can be close to the side wall of the receiving cavity, thereby reducing the overall size of the battery receiving device 13311-1.

[0282] In one embodiment, when there are two handles, the handles can be positioned at the center of the side wall. When there are four or more handles, the handles can be arranged periodically on the side wall. By defining the position of the handles, the stability of lifting the battery housing can be ensured.

[0283] It is understood that the handle and at least one through hole can be provided on two non-opposing sidewalls or on the same sidewall, and this disclosure does not limit this.

[0284] In one embodiment, the battery housing 13311-1 may further include a fixing and positioning member. This fixing and positioning member can be fixed to the side wall of the housing cavity. In this embodiment, a connector can be used to detachably connect the fixing and positioning member to a vehicle chassis bracket or similar device to integrate the battery module into an electric vehicle or similar equipment. The connector can be, for example, a screw or bolt.

[0285] In addition, it should be noted that this disclosure does not limit the location, extension direction and size of the multiple reinforcing ribs, and the embodiments of this disclosure can be set according to actual needs.

[0286] For example, in one embodiment, multiple reinforcing ribs may be arranged parallel to each other along the width direction of the opening of the receiving cavity. Compared to a scheme in which the reinforcing ribs are arranged along the length direction of the opening of the receiving cavity, the scheme in which the reinforcing ribs are arranged along the width direction can improve the pressure resistance of the battery receiving device. For example, the multiple reinforcing ribs arranged parallel to each other along the width direction of the opening may be arranged periodically, or they may be arranged closely near the center of the opening, or sparsely at the edge of the opening, etc., and this disclosure does not limit them in this way.

[0287] For example, in one embodiment, the width of the reinforcing ribs near the center of the opening may be greater than the width of the reinforcing ribs farther from the center of the opening. This can improve the compressive strength of the central region of the battery housing.

[0288] Based on the vehicle chassis provided in this disclosure, this disclosure also provides a vehicle. The following will be combined with... Figure 14 The structure of the vehicle is described in detail.

[0289] Figure 14 This is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure.

[0290] like Figure 15 As shown, the vehicle 140 in this embodiment may include a housing 1410 and a vehicle chassis 1420. The housing 1410 covers the vehicle chassis 1420.

[0291] The housing 1410 can be, for example, a vehicle model. The housing 1410 is detachably connected to the vehicle chassis 1420 via fasteners such as Velcro or clips. The housing 1410 can be made of, for example, an elastic material such as foam. Thus, when the vehicle chassis 1420 is the chassis of a test target vehicle, by covering the chassis 1420 with the housing 1410, the autonomous vehicle can be effectively protected in the event of a collision with the test target vehicle due to poor control, thus reducing testing costs.

[0292] In one embodiment, in addition to the housing 1410 and the vehicle chassis 1420, the vehicle 140 may also include an auxiliary wheel assembly. This auxiliary wheel assembly can be detachably connected to the vehicle chassis 1420. For example, when the vehicle 140 needs to be moved, or when it needs to be towed due to a malfunction, the housing 1410 can be removed from the vehicle chassis 1420, and the auxiliary wheel assembly can be installed on the vehicle chassis 1420. Thus, the vehicle chassis 1420 can be moved with less effort by using the auxiliary wheel assembly. When the vehicle 140 does not need to be moved, the auxiliary wheel assembly can be detached from the vehicle chassis 1420 for testing purposes.

[0293] For example, when using a vehicle chassis as a test target, the overall height of the vehicle chassis 1420 can be reduced by removing the auxiliary wheel device from the chassis when the chassis does not need to move. This reduces the height requirements for the autonomous vehicle chassis during autonomous driving safety testing, facilitating the expansion of the test target vehicle's application scenarios and lowering the requirements for testing conditions.

[0294] In one embodiment, the auxiliary wheel device may be at least two, which, when connected to the vehicle chassis, may be evenly or symmetrically distributed in an area near the periphery of the vehicle chassis 1420, thereby improving the stability and balance of the vehicle chassis when moving under towing. For example, the auxiliary wheel device may be four, which may be symmetrically connected to the vehicle chassis. For instance, two auxiliary wheel devices may be connected to a first end along the length of the vehicle chassis, and these two auxiliary wheel devices are symmetrical about the central axis of the vehicle chassis 1420 along the length direction. Two auxiliary wheel devices may be connected to the other end along the length of the vehicle chassis 1420, and these two auxiliary wheel devices are symmetrical about the central axis of the vehicle chassis 1420 along the length direction.

[0295] In one embodiment, a second fixing block for detachably fixing the auxiliary wheel device may be provided on the vehicle chassis. For example, the second fixing block and the auxiliary wheel device can be detachably connected via a connector, and the connection between the auxiliary wheel device and the second fixing block can realize the connection between the auxiliary wheel device and the vehicle chassis.

[0296] For example, the second fixed block may have threaded holes, and the auxiliary wheel device includes a fixed plate that is rotatably connected to the auxiliary wheel, which also has threaded holes. The second fixed block and the auxiliary wheel device can be connected by bolts or the like.

[0297] In one embodiment, a pull ring may also be provided on the vehicle chassis 1420, which may be disposed on the side frame of the vehicle chassis. Specifically, it may be fixedly connected to the side frame of one end of the chassis bracket along the length direction by external fasteners such as bolts.

[0298] In one embodiment, when it is necessary to tow the vehicle chassis, a hook-like element can be used to hook the pull ring, and a pulling force can be applied to the pull ring by dragging the hook-like element. This pulling force can be transmitted through the vehicle chassis to the auxiliary wheel device connected to the vehicle chassis, thereby causing the auxiliary wheel in the auxiliary wheel device to rotate and drive the vehicle chassis to move in the direction of the pulling force.

[0299] In one embodiment, in addition to at least one first fixing block, the vehicle 140 may also include at least one screw coupling member fixedly connected to the vehicle chassis.

[0300] In one embodiment, the lead screw assembly may include a grooved locking block and a flanged lead screw nut, the flanged lead screw nut being engaged in the groove of the locking block and fixedly connected to the locking block.

[0301] In one embodiment, there can be four lead screw couplings, symmetrically arranged with respect to the center point of the vehicle chassis 1420. This arrangement allows the lead screw to rotate within the couplings, moving it closer to or further away from the ground. After the lead screw contacts the ground by rotation, continued rotation lifts the vehicle chassis off the ground, facilitating the installation or removal of the auxiliary wheel device.

[0302] The following will combine Figure 15 The auxiliary wheel device is described in detail.

[0303] Figure 15 This is a schematic diagram of the auxiliary wheel device according to an embodiment of the present disclosure.

[0304] like Figure 6 As shown, the auxiliary wheel device 1530 of this embodiment may include a wheel assembly 1531 and a quick-release assembly 1532. The wheel assembly 1531 may be detachably connected to the quick-release assembly 1532.

[0305] In one embodiment, the quick-release assembly 1532 may include a mounting base 6221 and an elbow clamp 15322, the mounting base 15321 being fixedly connected to the elbow clamp 15322. The wheel assembly 1531 may be detachably connected to the wheel assembly 1531 via the mounting base 15321.

[0306] The elbow clamp 15322 can be, for example, a vertical clamping elbow clamp or a horizontal clamping elbow clamp. This elbow clamp is designed based on the principle of a double rocker mechanism in a planar four-bar linkage. The elbow clamp 15322 can include a shaft fixing seat, a handle, a rotating arm, and a rotating shaft. In one embodiment, the shaft fixing seat can act as a fixing seat 15321 in the quick-release assembly 1532, or it can be fixedly connected to the fixing seat 15321 in the quick-release assembly 1532. The shaft fixing seat can be composed of two fixing plates, and there can be two rotating shafts, one of which is fixed between the two fixing plates. One end of the rotating arm can be sleeved on one of the rotating shafts to rotate relative to it. The other end of the rotating arm can be provided with a clamping member 15323. A connecting member can be snapped onto the outer wall between the two ends of the rotating arm, through which the rotating arm can be hinged to the handle. The other rotating shaft can pass through the two fixing plates and be fixedly connected to them. The other rotating shaft is positioned to correspond to the locking position of the connector mounted on the outside of the transmission wall. A handle is sleeved on this other rotating shaft. Under external force, the handle can rotate around this other rotating shaft, and via the connector, drive a rotating arm to rotate around one of the rotating shafts. The rotation of this rotating arm can move the clamping member, causing it to approach the previously described fixing block and press against the groove in the fixing block. Alternatively, the rotation of the rotating arm can cause the clamping member to be pulled out of the groove in the fixing block. It is understood that, in situations such as... Figure 15 In the example shown, the elbow clamp 15322 is in the locked state. In the self-locking state of the elbow clamp 15322, if along... Figure 15 Turning the handle in the direction of the middle arrow will disengage the elbow clamp 15322. When the elbow clamp 15322 is in the disengaged state, if the handle is rotated along the direction of the arrow... Figure 15 Turn the handle in the opposite direction of the middle arrow and rotate it to the dead center position to restore the elbow clamp 15322 to the locked state.

[0307] In one embodiment, the handle may, for example, be along... Figure 15 Rotating in the direction of the arrow indicates rotation causes the rotating arm to rotate, moving the clamping element upward and pulling it out of the groove in the fixing block. It is understood that the elbow clamp can employ any structure found in related technologies, and this disclosure does not limit its use.

[0308] This embodiment, by incorporating a quick-release assembly on the wheel assembly, allows for rapid installation and removal of the wheel assembly from the frame, thus improving the efficiency of wheel installation and removal. Simultaneously, the use of this elbow clamp ensures the stability of the connection between the wheel assembly and the frame, as the elbow clamp is designed using a dead-point clamping principle.

[0309] In one embodiment, as described above, the material of the clamping member 15323 may include, for example, an elastic material, to achieve an interference fit with the fixing block on the frame.

[0310] In one embodiment, such as Figure 15 As shown, the wheel assembly 1531 may include, for example, an auxiliary wheel 15311 and a fixing member 15312. The fixing member 15312 is rotatably connected to the auxiliary wheel 15311, and is detachably connected to the fixing seat 15321 in the quick-release assembly 1532. For example, the fixing member 15312 may be rotatably connected to the auxiliary wheel 15311 via a rotating shaft.

[0311] For example, the fastener 15312 may include a fixing plate and an extension, the extension being rotatably connected to an auxiliary wheel 15311 via a rotating wheel, and the fixing plate being fixedly connected to the fixing seat 15321 of the quick-release assembly 1532. The auxiliary wheel 15311 may rotate relative to the fastener 15312.

[0312] Understandable Figure 15 The structure of the wheel assembly is provided as an example to aid in understanding this disclosure, and is not intended to limit the scope of the disclosure.

[0313] According to an embodiment of this disclosure, when installing the auxiliary wheel device 1530, the elbow clamp 15322 is in an unfastened state. At this time, the elbow clamp 15322 can be moved to the position where the second fixing block is located on the vehicle chassis, such that the area where the second fixing block is located on the vehicle chassis is between the fixing seat 15321 and the rotating arm of the elbow clamp. Subsequently, along with... Figure 7 Pushing the handle of the elbow clamp 15322 in the opposite direction of the arrow causes the clamping member on the rotating arm to move downwards until the handle is pushed to its dead position, causing the clamping member to insert into the groove of the second fixing block and make an interference fit with the second fixing block. This ensures that the auxiliary wheel device 1530 and the second fixing block are in a position similar to... Figure 15 The state shown demonstrates the fixed connection between the auxiliary wheel device and the vehicle chassis.

[0314] When it is necessary to disassemble the auxiliary wheel device 1530, along... ​ Press the handle in the direction of the arrow to move the clamping part upward and pull it out of the groove of the second fixing block, thus completing the disassembly of the auxiliary wheel device 1530.

[0315] In one embodiment, the vehicle's height after installing the auxiliary wheel device can be greater than its height without the auxiliary wheel device. Thus, by installing the auxiliary wheel device, the vehicle's chassis height can be increased. This improves the vehicle's approach and departure angles, facilitating vehicle relocation. For example, without the auxiliary wheel device, the vehicle's low chassis prevents it from driving onto the transport vehicle's compartment via the ramp. With the auxiliary wheel device installed, the vehicle can easily drive onto the transport vehicle's compartment via the ramp, greatly facilitating vehicle relocation.

[0316] It should be noted that the acquisition, collection, storage, use, processing, transmission, provision and disclosure of user personal information involved in the technical solution disclosed herein all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0317] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle chassis, comprising a chassis bracket, a steering system, an electrical system, a drive system, and two braking systems, wherein the chassis bracket is provided with mounting positions for the steering system, the electrical system, the drive system, and the two braking systems; wherein: The steering system mounting position, the electrical system mounting position, and the drive system mounting position are arranged sequentially along the length of the vehicle chassis; The first brake system mounting position of the two brake system mounting positions is located between the steering system mounting position and the electrical system mounting position; and The second brake system mounting position of the two brake system mounting positions is located between the drive system mounting position and the electrical system mounting position. The two braking systems, the drive system, and the steering system are all communicatively connected to the electrical system, wherein: The vehicle chassis also includes two antenna modules, both of which are communicatively connected to the electrical system. The chassis bracket is also provided with two antenna mounting positions. The first antenna mounting position is located between the steering system mounting position and the electrical system mounting position, and the second antenna mounting position is located between the drive system mounting position and the electrical system mounting position. The first antenna mounting position and the first braking system mounting position are sequentially arranged in the width direction of the vehicle chassis, and the second antenna mounting position and the second braking system mounting position are also sequentially arranged in the width direction of the vehicle chassis. The antenna module includes: Antenna assembly; and Antenna support, including: First fixing plate; At least two first guide posts, one end of which is fixed to the first fixing plate, and the other end of which is provided with an outer edge structure with a size larger than that of the first guide post; A second fixing plate is sleeved on the at least two first guide posts and configured to move along the length of the at least two first guide posts. The second fixing plate is a concave polygon, the number of sides of which is related to the number of first guide posts. The first guide posts are respectively disposed at n vertices of the concave polygon, where the n vertices are vertices with a vertex angle less than 180°, and n is an integer greater than 1. At least two first elastic elements are respectively sleeved on the at least two first guide posts and located between the second fixing plate and the first fixing plate, with one end of each of the at least two first elastic elements fixed to the first fixing plate. The second fixing plate is provided with a fixing member configured to fix the antenna assembly, and the second fixing plate is provided with at least two guide holes. The antenna support further includes: at least two linear bearings and at least two gaskets. The at least two linear bearings are respectively disposed in the at least two guide holes and respectively sleeved on the at least two first guide posts. The at least two linear bearings are fixedly connected to the second fixing plate through a support plate. The at least two gaskets are respectively fixed to the ends of the at least two first guide posts away from the first fixing plate.

2. The vehicle chassis according to claim 1, wherein: The chassis bracket extends vertically and is provided with a plurality of first reinforcing ribs, and the height of the plurality of first reinforcing ribs is less than or equal to the height of the steering system mounting position, the electrical system mounting position, the drive system mounting position and the two brake system mounting positions.

3. The vehicle chassis according to claim 1, wherein, The vehicle chassis also includes: A cover plate that is removably attached to the chassis support.

4. The vehicle chassis according to claim 1, wherein, The steering system includes: Two steering wheel devices; and Steering drive unit, the steering drive unit comprising: Motor assembly; A steering gear, wherein the input end of the steering gear is connected to the output shaft of the motor assembly, and the steering gear has two output ends; and Two transmission rods, one end of which is connected to the two output ends respectively, and the other end of which is connected to the two steering wheel devices respectively. The steering mechanism is configured to rotate the input end under the drive of the motor assembly, thereby driving the two output ends to move in a direction perpendicular to the input end, so as to control the rotation direction of the steering wheels in the two steering wheel devices.

5. The vehicle chassis according to claim 4, wherein, The motor assembly includes a steering motor and a speed reducer; the input shaft of the speed reducer is connected to the output shaft of the steering motor; wherein, the steering drive device further includes: A coupling is disposed between the reducer and the steering gear, with one end of the coupling connected to the output shaft of the reducer and the other end connected to the input end of the steering gear. The speed reducer is a right-angle speed reducer.

6. The vehicle chassis according to claim 4, wherein, The steering wheel assembly includes: Wheel suspension components; The connecting assembly is fixedly connected to the second elastic element of the wheel suspension assembly; and A steering wheel assembly includes a steering wheel and a steering wheel hub, wherein the steering wheel is fitted onto the steering wheel hub, and the steering wheel hub is kinetically connected to the connecting assembly.

7. The vehicle chassis according to claim 6, wherein, The wheel suspension assembly includes: The mounting bracket includes a first mounting plate and a second mounting plate; The second elastic element, one end of which is fixedly connected to the first mounting plate; The second guide post, with its two ends fixed to the first mounting plate and the second mounting plate respectively; and The first fixing block is sleeved on the second guide post, and the first fixing block is fixedly connected to the other end of the second elastic member; The first fixing block is configured to be connected to the steering wheel assembly via a connecting component. During the up-and-down movement of the steering wheel assembly, the first fixing block moves along the second guide post under the drive of the connecting component, so that the second elastic element is compressed or stretched.

8. The vehicle chassis according to claim 7, wherein, The steering wheel assembly also includes: Two first drum brake pads are disposed opposite to each other between the steering wheel and the steering wheel hub, and the steering wheel hub is sandwiched in the space enclosed by the two first drum brake pads; The first rotating shaft is sandwiched between the two first ends of the two first drum brake pads that are close to each other; A first fixed shaft is clamped between the two adjacent second ends of the two first drum brake pads; and The first pull rod is fixedly connected to the first rotating shaft and also fixedly connected to the first brake cable in the first braking system. The steering wheel device is configured such that, when the first brake cable is tightened / released, the first brake cable drives the first pull rod and the first fixed shaft to rotate, thereby increasing / decreasing the distance between the two first ends and increasing / decreasing the friction between the two first drum brake pads and the steering wheel.

9. The vehicle chassis according to claim 1, wherein, The drive system includes two drive wheel assemblies and two drive units respectively connected to the two drive wheel assemblies; wherein: The drive wheel device includes a drive wheel hub and a drive wheel; The driving device includes: Drive motor; A power transmission assembly is connected to the output shaft of the drive motor and the hub of the drive wheel. The power transmission assembly is configured to transmit the power provided by the drive motor to the hub of the drive wheel to drive the drive wheel to rotate. A third mounting plate, configured to mount the drive motor to the vehicle chassis; and The vibration damping assembly includes a rotating shaft fixedly connected to the third mounting plate and a rotating arm connected to the rotating shaft, the rotating arm being configured to rotate about the rotating shaft. The direction of extension of the rotating shaft is perpendicular to the direction in which the power transmission component drives the drive wheel to rotate.

10. The vehicle chassis according to claim 9, wherein, The drive wheel device also includes: Two second drum brake pads are disposed opposite to each other between the drive wheel and the drive wheel hub, and the drive wheel hub is sandwiched in the space enclosed by the two second drum brake pads; The second rotating shaft is sandwiched between the two third ends of the two second drum brake pads that are close to each other; The second fixed shaft is clamped between the two adjacent fourth ends of the two second drum brake pads; and The second pull rod is fixedly connected to the second rotating shaft and also fixedly connected to the second brake cable of the second braking system. The drive wheel device is configured such that, when the second brake cable is tightened / released, the second brake cable drives the second pull rod and the second rotating shaft to rotate, thereby increasing / decreasing the distance between the two third ends and increasing / decreasing the friction between the two second drum brake pads and the drive wheel.

11. The vehicle chassis according to claim 1, wherein, Either of the two braking systems includes: Power components, A power transmission component is connected to the output shaft of the power component; A translation component is connected to the power transmission component, and the translation component is configured to translate under the drive of the power transmission component; A power storage component, connected to the translation component, is configured to store energy under the actuation of the translation component; and The braking assembly, connected to the translation assembly and the vehicle's wheel assembly, is configured to be engaged or disengaged by the translation assembly. The energy storage component is configured to release energy and push the translation component to translate when the vehicle, including the vehicle chassis, is powered off, thereby tightening the braking component and causing the drum brake pads in the steering system / drive system to apply force to the steering wheel in the steering system / drive wheel in the drive system.

12. The vehicle chassis according to claim 1, wherein, The electrical system includes: Power module, A first motor drive module is disposed on one side of the power module along a first direction. The first motor drive module is used to control the power motor in the vehicle chassis. The second motor drive module is located on the other side of the power module along the first direction, and on one side of the first motor drive module in the second direction; the second motor drive module is used to control the steering motor and brake motor in the vehicle chassis, and the second direction is perpendicular to the first direction; A communication module is disposed on one side of the first motor drive module in the second direction, and on one side of the power supply module along the first direction; and The control module is located on the side of the second motor drive module closer to the power supply module in the second direction. The first motor drive module, the communication module, the second motor drive module, and the control module are all electrically connected to the power supply module.

13. The vehicle chassis according to claim 12, wherein, The power module includes: Multiple battery modules; and Battery housing, comprising: A receiving cavity having an opening; A plurality of second reinforcing ribs, each of which is fixed to two opposite sidewalls of the receiving cavity, and the plurality of second reinforcing ribs protruding from or flush with the opening; and A plurality of guide rods extend from at least a portion of the plurality of second reinforcing ribs to the bottom wall of the receiving cavity opposite the opening, and the plurality of guide rods are fixed to the bottom wall. The plurality of second reinforcing ribs and the receiving cavity form a plurality of receiving spaces for receiving the plurality of battery modules respectively, and the plurality of battery modules are respectively fixed in the plurality of receiving spaces.

14. A vehicle comprising: case; as well as The vehicle chassis according to any one of claims 1 to 13, wherein the housing covers the vehicle chassis.

15. The vehicle according to claim 14, wherein, The vehicle further includes at least one auxiliary wheel assembly and at least one second fixing block; wherein: Each auxiliary wheel assembly in the at least one wheel assembly includes: Wheel assembly; and The quick-release assembly includes a fixed base and an elbow clamp. The fixed base is fixedly connected to the elbow clamp, and the fixed base is detachably connected to the wheel assembly. A clamping element is provided on the rotating arm of the elbow clamp. The at least one second fixing block is fixedly connected to the vehicle chassis, and each of the at least one second fixing blocks is provided with a groove. The vehicle is configured such that, with the clamping member of the elbow clamp in the at least one auxiliary wheel device having an interference fit with the groove of the at least one second fixing block, the auxiliary wheel device is connected to the vehicle chassis.

16. The vehicle according to claim 15, wherein, When the auxiliary wheel device is connected to the vehicle chassis, the height of the vehicle is a first height; when the auxiliary wheel device is not connected to the vehicle chassis, the height of the vehicle is a second height, and the first height is greater than the second height.

17. The vehicle according to claim 14, wherein: The housing is removably covered above the vehicle chassis, and the housing is made of an elastic material.

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