Vehicle chassis and vehicle comprising the same

Abstract

The application provides a vehicle chassis and a vehicle comprising the same. The vehicle chassis comprises a chassis body, a plurality of wheels mounted to the chassis body, and a plurality of attitude control mechanism assemblies respectively arranged between the chassis body and the plurality of wheels. Each attitude control mechanism assembly comprises an attitude motor fixed to the chassis body and a transmission part. A first end of the transmission part is connected to an output end of the attitude motor, and a second end of the transmission part is fixed to the wheel. The first end and the second end of the transmission part are separated by a predetermined distance along a radial direction of the wheel. The attitude motor is used to drive the transmission part to rotate around the second end of the transmission part, so as to drive the chassis body to rotate relative to the second end of the transmission part. The vehicle chassis according to the application can realize active attitude adjustment, so as to improve driving safety and / or stability.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a vehicle chassis and a vehicle including the vehicle chassis. Background Technology

[0002] As the quality of daily life continues to improve, people are placing higher demands on the safety, comfort, and intelligence of vehicles.

[0003] Existing vehicles (especially small vehicles) have poor self-adjustment performance when driving on complex road surfaces. This can cause the vehicle to tilt too much or the chassis to get stuck on the complex road surface, which can easily lead to vehicle rollover or damage, thereby affecting driving safety and causing damage to parts inside the vehicle.

[0004] For example, existing small electric vehicles are widely used in residential areas due to their excellent maneuverability. However, in order to adapt to the narrow roads in residential areas, small electric vehicles are designed with a small wheelbase, which results in poor lateral stability and a tendency to overturn when turning, seriously affecting driving safety. Summary of the Invention

[0005] One object of the present invention is to provide a vehicle chassis capable of active attitude adjustment and a vehicle including the vehicle chassis.

[0006] Another object of the present invention is to provide a vehicle chassis capable of compensating for angular and length deviations, and a vehicle including the vehicle chassis.

[0007] Another object of the present invention is to provide a vehicle chassis with a shock absorption function and a vehicle including the vehicle chassis.

[0008] According to one aspect of the present invention, a vehicle chassis is provided, the vehicle chassis comprising: a chassis body; a plurality of wheels mounted to the chassis body; and a plurality of attitude control mechanism assemblies respectively disposed between the chassis body and the plurality of wheels, each attitude control mechanism assembly comprising an attitude motor and a transmission unit, the attitude motor being fixed to the chassis body, a first end of the transmission unit being connected to the output end of the attitude motor, and a second end of the transmission unit being fixed to the wheel, the first end and the second end of the transmission unit being radially separated by a predetermined distance along the wheel, wherein the attitude motor is used to drive the transmission unit to rotate around the second end of the transmission unit, thereby causing the chassis body to rotate relative to the second end of the transmission unit.

[0009] Optionally, the transmission unit includes a transmission shaft and a rocker arm. The first end of the transmission shaft is connected to the output end of the attitude motor as the first end of the transmission unit. The second end of the transmission shaft is connected to the first end of the rocker arm. The second end of the rocker arm is fixed to the wheel as the second end of the transmission unit. The first end and the second end of the rocker arm are separated by a predetermined distance along the radial direction of the wheel.

[0010] Optionally, each of the plurality of wheels includes a hub motor, and the second end of the rocker arm is fixed to the stator shaft of the hub motor.

[0011] Optionally, the drive shaft includes a universal joint segment and an axial sliding segment connected to the universal joint segment, the rocker arm includes a shaft connecting segment, a rocker arm fixing segment spaced radially from the shaft connecting segment along the wheel by a predetermined distance, and a radially separating segment connecting the shaft connecting segment and the rocker arm fixing segment, the axial sliding segment being inserted into the shaft connecting segment and capable of axial sliding within the shaft connecting segment.

[0012] Optionally, the vehicle chassis further includes multiple swing arm mechanisms, which are sleeved on the transmission unit and rotatably connected to the transmission unit about the axial direction of the swing arm mechanism. The swing arm mechanism is fixed to the chassis body or rotatably connected to the chassis body about the vertical direction.

[0013] Optionally, the swing arm mechanism includes a swing arm support and a swing arm rotating part. The swing arm support is fixed to the chassis body or rotatably connected to the chassis body about the vertical direction. The swing arm rotating part is rotatably connected to the swing arm support about the horizontal direction perpendicular to the axis of the wheel.

[0014] Optionally, the swing arm mechanism further includes an elastic element disposed between the swing arm support and the swing arm rotating part and connected to at least one of the swing arm support and the swing arm rotating part.

[0015] Optionally, the swing arm support includes a pair of composite bushings separated from each other in a horizontal direction perpendicular to the axial direction of the swing arm mechanism. Each composite bushing includes an outer sleeve, an inner sleeve, and an elastic sleeve disposed between the outer sleeve and the inner sleeve. The swing arm mechanism also includes a swing arm mounting shaft that rotatably connects the pair of composite bushings to the swing arm rotating part.

[0016] Optionally, the swing arm mechanism includes a swing arm bearing, which is disposed within the swing arm rotating part. The outer ring of the swing arm bearing is fixed to the swing arm rotating part, and the inner ring of the swing arm bearing is fixed to the transmission part.

[0017] Optionally, the plurality of wheels includes steering wheels, and a swing arm mechanism corresponding to the steering wheels and the chassis body are rotatably connected around the vertical direction. The vehicle chassis also includes a steering motor corresponding to the steering wheels and fixed to the chassis body. The steering motor is used to drive the swing arm mechanism to rotate around the vertical direction.

[0018] Optionally, the output end of the steering motor is geared to the swing arm mechanism.

[0019] Optionally, the plurality of wheels may also include non-steering wheels, and the swing arm mechanism corresponding to the non-steering wheels is fixedly connected to the chassis body.

[0020] Optionally, the attitude motor is equipped with an attitude motor reducer, and the output end of the attitude motor reducer is connected to the first end of the transmission unit.

[0021] Optionally, the predetermined distance between the first end and the second end of the transmission unit along the radial direction of the wheel is less than the radius of the wheel.

[0022] According to another aspect of the invention, a vehicle is provided, the vehicle comprising the vehicle chassis described above.

[0023] Optionally, when the first end and the second end of the transmission part are vertically spaced apart from each other and the first end of the transmission part is located below the second end, the height of the chassis body is the initial height and the wheelbase of the chassis body is the initial wheelbase.

[0024] Optionally, the vehicle further includes a steering angle sensor and a speed sensor, as well as a control unit for controlling the attitude motor. The steering angle sensor is configured to measure the steering information of the wheels and transmit the steering information to the control unit. The speed sensor is configured to measure the travel speed of the wheels and transmit the travel speed to the control unit. When the travel speed of the wheels is greater than a first predetermined speed and the control unit determines that the wheels are turning right based on the steering information, the control unit controls the attitude motor to drive the transmission unit to rotate around the second end of the transmission unit, such that the height of the left side of the chassis body is higher than the height of the right side of the chassis body, and the height of the right side of the chassis body is greater than or equal to the initial height. When the travel speed of the wheels is greater than the first predetermined speed and the control unit determines that the wheels are turning left based on the steering information, the control unit controls the attitude motor to drive the transmission unit to rotate around the second end of the transmission unit, such that the height of the right side of the chassis body is higher than the height of the left side of the chassis body, and the height of the left side of the chassis body is greater than or equal to the initial height.

[0025] Optionally, the vehicle further includes a speed sensor and a control unit for controlling the attitude motor. The speed sensor is configured to measure the travel speed of the wheels and transmit the travel speed to the control unit. When the travel speed is greater than a second predetermined speed, the control unit controls the attitude motor to drive the transmission unit to rotate around the second end of the transmission unit, thereby lowering the height of the entire chassis body to the initial height.

[0026] Optionally, the vehicle further includes a road condition sensor and a control unit for controlling the attitude motor. The road condition sensor is configured to measure the road conditions of the vehicle and transmit the road conditions to the control unit. When the control unit determines that the vehicle is driving in adverse road conditions based on the road conditions, the control unit controls the attitude motor to drive the transmission unit to rotate around the second end of the transmission unit, thereby raising the height of the entire chassis body to a height higher than the initial height.

[0027] Optionally, the vehicle further includes a road condition sensor and a steering angle sensor, as well as a control unit for controlling the attitude motor. The road condition sensor is configured to measure the road conditions of the vehicle and transmit the road conditions to the control unit. The steering angle sensor is configured to measure the steering information of the wheels and transmit the steering information to the control unit. When the control unit determines that the vehicle is turning on a narrow road based on the road conditions and the steering information, the control unit controls the attitude motor to drive the transmission unit to rotate around the second end of the transmission unit, so that the wheelbase of the vehicle is less than the initial wheelbase. When the control unit determines that the vehicle is traveling on a wide road based on the road conditions, the control unit controls the attitude motor to drive the transmission unit to rotate around the second end of the transmission unit, so that the wheelbase of the vehicle is greater than the initial wheelbase.

[0028] Optionally, the vehicle further includes a road condition sensor and a control unit for controlling the attitude motor. The road condition sensor is configured to measure the road conditions of the vehicle and transmit the road conditions to the control unit. When the control unit determines that the vehicle is traveling uphill based on the road conditions, the control unit controls the attitude motor corresponding to the wheel on the rear side of the chassis body to drive the transmission unit to rotate around the second end of the transmission unit, so that the rear height of the chassis body is higher than the initial height.

[0029] The vehicle chassis according to the present invention can achieve active attitude adjustment to improve driving safety and / or stability.

[0030] According to the vehicle chassis of the present invention, the attitude control mechanism assembly has a simple and compact structure, which is conducive to the miniaturization of the vehicle.

[0031] The vehicle chassis according to the present invention can compensate for angular and length deviations, thereby improving vehicle driving stability.

[0032] The vehicle chassis according to the present invention may have a shock absorption function. Attached Figure Description

[0033] The above and other objects, features and advantages of the present invention will become clearer from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0034] Figure 1 This is a schematic diagram of a vehicle chassis according to an embodiment of the present invention;

[0035] Figure 2 This is a schematic diagram of a steering wheel assembly according to an embodiment of the present invention;

[0036] Figure 3 yes Figure 2 An exploded view of the steering wheel assembly in the diagram;

[0037] Figure 4 This is a schematic diagram of a non-steering wheel assembly according to an embodiment of the present invention;

[0038] Figure 5 yes Figure 4 An exploded view of the non-steering wheel assembly in the diagram;

[0039] Figure 6 yes Figure 2 A schematic diagram of the wheel assembly with the attitude motor, steering motor, and drive shaft removed.

[0040] Figure 7 yes Figure 6 A schematic diagram of the decomposition process;

[0041] Figure 8 This is a schematic diagram of the tilt state of a vehicle chassis according to an embodiment of the present invention;

[0042] Figure 9 This is a schematic diagram of the minimum wheelbase state of the vehicle chassis according to an embodiment of the present invention;

[0043] Figure 10 This is a schematic diagram of the maximum wheelbase state of the vehicle chassis according to an embodiment of the present invention;

[0044] Figure 11 This is a schematic diagram of a vehicle turning according to an embodiment of the present invention.

[0045] Explanation of symbols in the attached drawings:

[0046] 100 vehicle chassis

[0047] 110 Chassis Body

[0048] 120 wheels

[0049] 120a stator shaft

[0050] 121 Steering wheel

[0051] 122 Non-steering wheels

[0052] 130 Attitude Control Mechanism Assembly

[0053] 131 Attitude Motor

[0054] 131a Attitude Motor Reducer

[0055] 132 Transmission Unit

[0056] 132a-1 Universal Joint

[0057] 132a-2 Axial Sliding Section

[0058] 132a drive shaft

[0059] 132b rocker arm

[0060] 132b-1 shaft connection section

[0061] 132b-2 Rocker Arm Fixed Section

[0062] 132b-3 Radial Separation Section

[0063] 140 swing arm mechanism

[0064] 141 Swing arm support section

[0065] 141a Composite Bushing

[0066] 141a-1 jacket

[0067] 141a-2 Inner Sheet

[0068] 141a-3 Elastic Sleeve

[0069] 141b Support plate

[0070] 141c flange

[0071] 142 Swing arm rotating part

[0072] 143 Elastic element

[0073] 144 swing arm mounting shaft

[0074] 145 swing arm bearing

[0075] 150 Steering Motor

[0076] 151 Steering Motor Reducer

[0077] 152 Gears. Detailed Implementation

[0078] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0079] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0080] Furthermore, unless there are contradictory descriptions, the various embodiments described below can also be combined with each other.

[0081] First, refer to Figures 1 to 7 A vehicle chassis according to an embodiment of the present invention is described. Figure 1 This is a schematic diagram of a vehicle chassis according to an embodiment of the present invention. Figure 2 This is a schematic diagram of a steering wheel assembly according to an embodiment of the present invention. Figure 3 yes Figure 2 An exploded view of the steering wheel assembly in the diagram. Figure 4 This is a schematic diagram of a non-steering wheel assembly according to an embodiment of the present invention. Figure 5 yes Figure 4 An exploded view of the non-steering wheel assembly. Figure 6 yes Figure 2 A schematic diagram of the wheel assembly with the attitude motor, steering motor, and drive shaft removed. Figure 7 yes Figure 6 A schematic diagram of its breakdown.

[0082] like Figures 1 to 7As shown, a vehicle chassis according to an embodiment of the present invention may include: a chassis body 110; a plurality of wheels 120 mounted on the chassis body 110; and a plurality of attitude control mechanism assemblies 130 respectively disposed between the chassis body 110 and the plurality of wheels 120. Each attitude control mechanism assembly 130 includes an attitude motor 131 and a transmission part 132. The attitude motor 131 is fixed to the chassis body 110. The first end of the transmission part 132 is connected to the output end of the attitude motor 131, and the second end of the transmission part 132 is fixed to the wheel 120. The first end and the second end of the transmission part 132 are separated by a predetermined distance along the radial direction of the wheel 120. The attitude motor 131 is used to drive the transmission part 132 to rotate around the second end of the transmission part 132, so as to drive the chassis body 110 to rotate relative to the second end of the transmission part 132.

[0083] According to an embodiment of the present invention, since the first end and the second end of the transmission unit 132 are radially separated by a predetermined distance along the wheel 120, when the attitude motor 131 drives the transmission unit 132 to rotate around the second end of the transmission unit 132 to drive the chassis body 110 to rotate relative to the second end of the transmission unit 132, the position of the chassis body 110 relative to the wheel 120 can be adjusted. For example, the wheelbase of the vehicle chassis 100 can be increased or decreased, the height of the chassis body 110 can be raised or lowered, or the tilt of the chassis body 110 can be achieved. Therefore, the vehicle chassis 100 according to an embodiment of the present invention can achieve attitude adjustment to improve driving safety and / or comfort. The specific structure of the vehicle chassis 100 will be described in detail below.

[0084] like Figure 2 and Figure 3 As shown, the vehicle chassis 100 may include a plurality of wheels 120 disposed on both sides of the chassis body 110. Based on the left and right sides of the chassis body 110, the plurality of wheels 120 may be divided into left wheels and right wheels, and based on the front and rear of the chassis body 110, the plurality of wheels 120 may be divided into front wheels and rear wheels. Figure 1 The diagram shows two front wheels and two rear wheels (i.e., two left wheels and two right wheels). However, the number of left and right wheels, and the number of front and rear wheels of the chassis body 110 are not specifically limited. As an example, the vehicle chassis 100 may include two front wheels and four rear wheels (i.e., three left wheels and three right wheels). As an example, the vehicle chassis 100 may include four front wheels and four rear wheels (i.e., four left wheels and four right wheels).

[0085] According to an embodiment of the present invention, the vehicle chassis 100 may include a plurality of attitude control mechanism assemblies 130. The number of attitude control mechanism assemblies 130 may be the same as the number of wheels 120, that is, a plurality of attitude control mechanism assemblies 130 may be configured for each of the plurality of wheels 120. Figure 2 and Figure 3 As shown, the attitude control mechanism assembly 130 may include an attitude motor 131 and a transmission unit 132. The attitude motor 131 may be fixed to the chassis body 110. The transmission unit 132 connects the attitude motor 131 and the wheel 120. Specifically, a first end of the transmission unit 132 may be connected to the output end (e.g., output shaft) of the attitude motor 131, and a second end of the transmission unit 132 may be fixed to the wheel 120. The attitude motor 131 can provide torque to drive the transmission unit 132 to rotate. Since the second end of the transmission unit 132 is fixed to the wheel 120 and is radially spaced from the first end of the transmission unit 132 by a predetermined distance from the first end of the transmission unit 132, the attitude motor 131 can drive the transmission unit 132 to rotate, and the transmission unit 132 can drive the chassis body 110 to rotate relative to the wheel 120, thereby adjusting the position of the chassis body 110 relative to the wheel 120. The predetermined distance between the first and second ends of the transmission unit 132 radially spaced from the wheel 120 may be less than the radius of the wheel 120.

[0086] The specific structure of the attitude motor 131 is not limited, as long as it can provide sufficient torque to the transmission unit 132. As an example, the attitude motor 131 can be equipped with an attitude motor reducer 131a, the output end of which is connected to the first end of the transmission unit 132. The attitude motor reducer 131a is used to reduce the output speed of the attitude motor 131 and increase its output torque. As an example, the attitude motor reducer 131a can also simultaneously achieve reverse self-locking of the attitude motor 131, meaning the attitude motor 131 can only rotate forward and not reverse. Therefore, the attitude motor 131 can only actively drive the transmission unit 132 to rotate the attitude motor 131 and the chassis body 110 together around the wheel 120. During normal driving, the rotation of the wheel 120 cannot be transmitted to the attitude motor 131 through the transmission unit 132. As an example, the reverse self-locking of the attitude motor 131 can also be achieved by equipping the attitude motor 131 with a clutch.

[0087] According to embodiments of the present invention, such as Figure 3As shown, the transmission unit 132 may include a transmission shaft 132a and a rocker arm 132b. The first end of the transmission shaft 132a may be the first end of the transmission unit 132 and may be connected to the output end of the attitude motor 131. The second end of the transmission shaft 132a is connected to the first end of the rocker arm 132b. The second end of the rocker arm 132b may be the second end of the transmission unit 132 and may be fixed to the wheel 120. The first and second ends of the rocker arm 132b are spaced apart by a predetermined distance along the radial direction of the wheel 120. As an example, each wheel 120 may also include a hub motor, and the second end of the rocker arm 132b may be fixed to the stator shaft 120a of the hub motor (e.g., the second end of the rocker arm 132b may be integrally designed with the stator shaft 120a, or the two may be separate designs but fixed together). The hub motor is used to drive the wheel 120 to rotate forward and backward to achieve normal vehicle operation. The hub motor may have an inner stator and outer rotor structure, with the stator shaft 120a serving as the central axis of the wheel 120. The predetermined distance between the first and second ends of the rocker arm 132b along the radial direction of the wheel 120 may be less than the radius of the wheel 120.

[0088] According to embodiments of the present invention, such as Figure 3 As shown, the drive shaft 132a may include a universal joint segment 132a-1 and an axial sliding segment 132a-2 connected to the universal joint segment 132a-1. The rocker arm 132b may include a shaft connecting segment 132b-1, a rocker arm fixing segment 132b-2 radially spaced from the shaft connecting segment 132b-1 along the wheel 120 by a predetermined distance, and a radially separating segment 132b-3 connecting the shaft connecting segment 132b-1 and the rocker arm fixing segment 132b-2. The axial sliding segment 132a-2 is inserted into the shaft connecting segment 132b-1 and is capable of axial sliding within the shaft connecting segment 132b-1.

[0089] Universal joint segment 132a-1 may include a universal joint. As an example, it may include two universal joints; however, the invention is not limited to this, and one, three, or more universal joints may be provided as needed. By providing universal joint segment 132a-1, the drive shaft 132a can rotate at any angle, thereby allowing the wheel 120 to turn and adjusting the angular deviation of the wheel 120 during driving (e.g., angular deviation caused by bumps and vibrations). The specific structure of the universal joint is not limited, as long as it enables the wheel 120 to turn and adjust the angular deviation of the wheel 120 during driving.

[0090] The axial sliding section 132a-2 is connected to the universal joint section 132a-1, and is used to connect the drive shaft 132a and the rocker arm 132b. Specifically, the axial sliding section 132a-2 is inserted into the shaft connection section 132b-1 of the rocker arm 132b and can slide axially within the shaft connection section 132b-1. As an example, the outer periphery of the axial sliding section 132a-2 may be provided with an external spline (therefore, the axial sliding section 132a-2 may also be called a spline section), and the inner periphery of the shaft connection section 132b-1 may be provided with an internal spline. The external spline of the axial sliding section 132a-2 and the internal spline of the shaft connection section 132b-1 cooperate to realize the axial sliding of the axial sliding section 132a-2 within the shaft connection section 132b-1. When the wheel 120 changes posture or turns, the spline connection part slides, thereby compensating for the length deviation. In other words, the transmission unit 132 according to an embodiment of the present invention can compensate for angular deviation and length deviation, thereby improving vehicle driving stability.

[0091] According to an embodiment of the present invention, during the rotation of the rocker arm 132b about its second end, the height and wheelbase of the chassis body 110 will change. When the radial dividing section 132b-3 is in a vertical state and the shaft connecting section 132b-1 is located below the rocker arm fixing section 132b-2 (e.g., Figure 3As shown, when the first and second ends of the transmission section 132 are vertically separated and the first end of the transmission section 132 is located below the second end, the height of the chassis body 110 is at its lowest point, and this height can be set as the initial height of the chassis body 110. The wheelbase of the chassis body 110 at the initial height is also set as the initial wheelbase. When the radial dividing section 132b-3 is vertical and the shaft connecting section 132b-1 is located above the rocker arm fixing section 132b-2 (i.e., the first and second ends of the transmission section 132 are vertically separated and the first end of the transmission section 132 is located above the second end), the height of the chassis body 110 is at its highest point, and the wheelbase at the highest point is equivalent to the initial wheelbase. When the radial dividing section 132b-3 is horizontal and the shaft connecting section 132b-1 is located in front of the rocker arm fixing section 132b-2, the height of the chassis body 110 is between the highest and lowest heights, and the wheelbase of the chassis body 110 is at its maximum. When the radial dividing section 132b-3 is in a horizontal state and the shaft connecting section 132b-1 is located behind the rocker arm fixing section 132b-2, the height of the chassis body 110 is between the highest and lowest heights, and the wheelbase of the chassis body 110 is at its minimum. Depending on the control strategy, different controls can be executed on the attitude motors 131 corresponding to the front wheel, rear wheel, left wheel, and right wheel to achieve lateral tilting of the chassis body 110 (e.g., raising the left side or right side of the chassis body 110), wheelbase adjustment of the chassis body 110 (e.g., increasing or decreasing the wheelbase of the chassis body 110), or forward tilting of the chassis body 110 (e.g., raising the rear side of the chassis body 110).

[0092] According to an embodiment of the present invention, the vehicle chassis 100 may further include a plurality of swing arm mechanisms 140, that is, a number of swing arm mechanisms 140 corresponding to the number of wheels 120 may be provided. Figure 3 As shown, the swing arm mechanism 140 can be sleeved on the transmission part 132. According to an embodiment of the invention, the swing arm mechanism 140 and the transmission part 132 are rotatably connected about the axial direction of the swing arm mechanism 140 (for example, the rotatable connection between the swing arm mechanism 140 and the transmission part 132 can be achieved by the swing arm bearing 145, which will be described later). Since the swing arm mechanism 140 and the transmission part 132 are rotatably connected about the axial direction of the swing arm mechanism 140, the torque of the transmission part 132 is not transmitted to the swing arm mechanism 140 when the attitude motor 131 drives the transmission part 132 to rotate.

[0093] According to an embodiment of the present invention, the swing arm mechanism 140 is rotatably connected to the chassis body 110 about the vertical direction. The vehicle chassis 100 may include a steering motor 150 fixed to the chassis body 110. The steering motor 150 is used to drive the swing arm mechanism 140 to rotate about the vertical direction, so that the steering of the wheels 120 can be achieved through the steering motor 150 and the swing arm mechanism 140.

[0094] As an example, such as Figure 3 As shown, the swing arm mechanism 140 may include a swing arm support portion 141. The swing arm support portion 141 may include a support plate 141b and a pair of flanges 141c extending from the upper and lower sides of the support plate 141b toward the chassis body 110. Each of the pair of flanges 141c is provided with a mounting hole 141c-1, which can be rotatably connected to the chassis body 110 (e.g., ball joint connection or bearing connection). The upper and lower mounting holes 141c-1 are connected to form a virtual axis of rotation, and the wheel 120 can rotate around this axis of rotation with the swing arm mechanism 140. As an example, the steering motor 150 can control the rotation of the swing arm mechanism 140 through gear transmission to achieve steering. For example, the steering motor 150 may be equipped with a gear 152, and the upper flange 141c has teeth on the outer side facing the gear 152 that are geared to drive the gear 152. For example, the steering motor 150 may also be equipped with a steering motor reducer 151, the output end of which is connected to the gear 152. The steering motor reducer 151 is used to reduce the output speed of the steering motor 150 and increase its output torque. As an example, the steering motor reducer 151 can also simultaneously achieve reverse self-locking of the steering motor 150, that is, the steering motor 150 can only rotate forward and not reverse, so the steering motor 150 can only actively drive the swing arm mechanism 140 to rotate the wheel 120. When steering, the steering motor 150 drives the swing arm mechanism 140 to rotate around the rotation axis connecting the upper and lower mounting holes 141c-1, thereby turning the wheel 120.

[0095] According to embodiments of the present invention, such as Figure 3 and Figure 7 As shown, the swing arm mechanism 140 may further include a swing arm rotating part 142. For example... Figure 3 As shown, the swing arm bearing 145 can be disposed within the swing arm rotating part 142. The outer ring of the swing arm bearing 145 is fixed to the swing arm rotating part 142, and the inner ring of the swing arm bearing 145 is fixed to the transmission part 132. Therefore, the swing arm mechanism 140 and the transmission part 132 can be rotatably connected around the axial direction of the swing arm mechanism 140.

[0096] According to embodiments of the present invention, such as Figure 3 and Figure 7 As shown, the swing arm rotating part 142 and the swing arm supporting part 141 are rotatably connected about a horizontal direction perpendicular to the axis of the wheel 120. Specifically, as... Figure 7 As shown, the swing arm support 141 may include a pair of composite bushings 141a extending from the side of the support plate 141b opposite to the wheel 120. The pair of composite bushings 141a are separated from each other in a horizontal direction perpendicular to the axial direction of the swing arm mechanism 140. Each composite bushing 141a includes an outer sleeve (e.g., an outer rigid sleeve) 141a-1, an inner sleeve (e.g., an inner rigid sleeve) 141a-2, and an elastic sleeve 141a-3 disposed between the outer sleeve 141a-1 and the inner sleeve 141a-2, the elastic sleeve 141a-3 being vulcanized together with the outer sleeve 141a-1 and the inner sleeve 141a-2. The swing arm mechanism 140 may also include swing arm mounting shafts (a pair of swing arm mounting shafts) 144, which rotatably connect the pair of composite bushings 141a to the swing arm rotating part 142.

[0097] According to an embodiment of the present invention, the swing arm mechanism 140 may further include an elastic element 143, which may be disposed between the swing arm support portion 141 and the swing arm rotating portion 142 and connected to at least one of the swing arm support portion 141 and the swing arm rotating portion 142, for example, connected to at least one of the support plate 141b and the swing arm rotating portion 142. Figure 7 The elastic element 143 shown is a rubber block, with one end connected to the swing arm rotating part 142 and the other end abutting against the swing arm support part 141. However, the present invention is not limited to this, and the elastic element 143 can also be a spring. In addition, the two ends of the elastic element 143 can be connected to the support plate 141b and the swing arm rotating part 142, respectively.

[0098] If bumps or vibrations occur during vehicle operation, the wheel 120 can rotate around the axis of a pair of composite bushings 141a along with the swing arm rotating part 142, and the elastic element 143 is compressed and released, which plays a role in buffering and shock absorption.

[0099] Figure 2 and Figure 3 The steering wheel assembly shown can achieve steering of the wheel 120 by driving the swing arm mechanism 140 through the steering motor 150. This steerable wheel 120 can be referred to as the steering wheel 121. When the vehicle is an all-wheel steering vehicle, both the front and rear wheels of the vehicle chassis 100 can be steering wheels 121. When the vehicle is a front-wheel steering vehicle, the front wheels of the vehicle chassis 100 can be steering wheels 121, and the rear wheels can be non-steering wheels, that is, steering is achieved through the front wheels, and the rear wheels do not steer. The non-steering wheel assembly can have the same functions as the steering wheel assembly except that it does not have a steering function.

[0100] Figure 4 and Figure 5 A schematic diagram of a non-steering wheel assembly according to the present invention is shown. Figure 4 and Figure 5The non-steering wheel assembly in the diagram corresponds to wheel 120, which does not steer and is referred to as non-steering wheel 122. The following only describes... Figure 4 and Figure 5 Non-steering wheel assembly and Figure 2 and Figure 3 The difference between the steering wheel assembly in the middle.

[0101] contrast Figure 5 and Figure 3 As can be seen, in the non-steering wheel assembly, there is no steering motor 150, and since the swing arm support 141 does not need to be rotatably connected to the steering motor 150, the swing arm support 141 does not include a pair of flanges 141c. The support plate 141b of the swing arm support 141 can be directly fixed to the chassis body 110 so that the swing arm mechanism 140 is fixedly connected to the chassis body 110. Figure 4 and Figure 5 The attitude control mechanism assembly 130 and Figure 2 and Figure 3 The attitude control mechanism assembly 130 is the same as that in the previous model and will not be described in detail here. Additionally, Figure 4 and Figure 5 The swing arm rotating part 142, elastic element 143 and swing arm bearing 145 are also related to Figure 2 and Figure 3 The corresponding components in [the text] have the same structure, and will not be described in detail here. Therefore, Figure 4 and Figure 5 The wheels 120 in the middle, besides not being able to steer, can achieve [something related to steering]. Figure 2 and Figure 3 The wheels in the 120 have the same function.

[0102] According to embodiments of the present invention, a vehicle including the aforementioned vehicle chassis 100 can also be provided. The type of vehicle according to embodiments of the present invention is not specifically limited, as long as the vehicle chassis 100 described above can be used. Depending on the purpose, example vehicles may include logistics vehicles, sedans, toy cars, small mobility scooters, etc. Depending on the power source, example vehicles may include fuel-powered vehicles, hybrid vehicles, pure electric vehicles, etc. The vehicle according to embodiments of the present invention may also include a frame mounted on the chassis body 110. The specific structure of the frame is not limited and can be specifically designed according to the vehicle type.

[0103] The following is for reference Figures 8 to 10 An exemplary control strategy for a vehicle according to the present invention is described. Figure 8 This is a schematic diagram of the roll state of a vehicle chassis according to an embodiment of the present invention. Figure 9 This is a schematic diagram of the minimum wheelbase state of the vehicle chassis according to an embodiment of the present invention. Figure 10This is a schematic diagram of the maximum wheelbase state of the vehicle chassis according to an embodiment of the present invention.

[0104] The vehicle according to an embodiment of the present invention may further include a control unit (not shown) for controlling the attitude motor 131. As an example, the control unit may be an electronic control unit (ECU). The control unit for controlling the attitude motor 131 may be integrated with the vehicle's main control unit or may be set separately, without particular limitation.

[0105] According to embodiments of the present invention, a vehicle can adjust its posture via a control unit based on the driving environment, thereby improving driving safety and comfort.

[0106] According to an embodiment of the present invention, the vehicle may further include a steering angle sensor (not shown) and a speed sensor (not shown). The steering angle sensor may be configured to measure steering information of the wheels 120 and transmit the steering information to the control unit, and the speed sensor may be configured to measure the travel speed of the wheels 120 and transmit the travel speed to the control unit.

[0107] According to an embodiment of the present invention, when the driving speed of wheel 120 is greater than a first predetermined speed and the control unit determines that wheel 120 is turning to the right based on steering information, the control unit can control the attitude motor 131, thereby driving the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, so that the height of the left side of the chassis body 110 is lower than the height of the right side of the chassis body 110 (e.g., ...). Figure 8 As shown, in Figure 8 (In this application, the direction pointing inwards is the driving direction). The left and right sides of the chassis body 110 are defined along the direction from the rear of the chassis body 110 towards the front. This control strategy helps to resist the large lateral acceleration generated by the chassis body 110 when turning right at a high speed, improving lateral stability and preventing vehicle rollover. When the speed of the wheels 120 exceeds a first predetermined speed and the control unit determines that the wheels 120 are turning left based on the steering information, the control unit can control the attitude motor 131. The attitude motor 131 drives the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, making the height of the right chassis body 110 higher than the height of the left chassis body 110. This control strategy helps to resist the large lateral acceleration generated by the chassis body 110 when turning left at a high speed, improving lateral stability and preventing vehicle rollover. The specific value of the first predetermined speed is not limited but can be determined based on actual vehicle testing.

[0108] In this invention, the height of the left side of the chassis body 110 being lower than the height of the right side of the chassis body 110 can include various situations. For example, the height of the left side of the chassis body 110 is the highest height described above, and the height of the right side of the chassis body 110 is the lowest height described above; the height of the left side of the chassis body 110 is any height between the highest and lowest heights, and the height of the right side of the chassis body 110 is the lowest height; the height of the left side of the chassis body 110 is any height between the highest and lowest heights, and the height of the right side of the chassis body 110 is a height between the highest and lowest heights that is lower than the height of the left side of the chassis body 110.

[0109] According to an embodiment of the present invention, when the driving speed is greater than a second predetermined speed, the control unit can control the attitude motors 131 of all wheels 120, driving the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, thereby lowering the height of the entire chassis body 110 to its minimum height (i.e., the initial height). Through this control strategy, the vehicle's center of gravity can be lowered, improving vehicle stability and driving safety. The specific value of the second predetermined speed can be determined based on actual vehicle testing.

[0110] According to embodiments of the present invention, the vehicle may further include a road condition sensor configured to measure the road conditions in which the vehicle is traveling and transmit these road conditions to a control unit. The road conditions may be information about the road surface in which the vehicle is traveling, including but not limited to the flatness of the road surface, the width of the road, and whether the road surface is flooded.

[0111] According to an embodiment of the present invention, when the control unit determines that the vehicle is traveling uphill based on road conditions, the control unit can control the attitude motor 131 of the rear wheel assembly. The attitude motor 131 drives the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, raising the rear height of the chassis body 110 to above the minimum height (e.g., to the maximum height). Through the above control strategy, the vehicle's passability when going uphill can be improved.

[0112] According to an embodiment of the present invention, when the control unit determines that the vehicle is traveling in adverse road conditions based on the road conditions, the control unit can control the attitude motor 131. The attitude motor 131 drives the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, raising the height of the entire chassis body 110 above its minimum height (e.g., to its maximum height). This control strategy improves the vehicle's passability in adverse road conditions. Adverse road conditions can refer to road surfaces with accumulated water, snow, or potholes.

[0113] According to an embodiment of the present invention, when the control unit determines that the vehicle is traveling on a wide road based on road conditions, the control unit can control the attitude motor 131, which drives the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, thereby increasing the vehicle's wheelbase to a value greater than the initial wheelbase (e.g., increasing it to the maximum wheelbase, such as...). Figure 9 (As shown). The above control strategies can enhance vehicle stability and improve driving comfort.

[0114] According to an embodiment of the present invention, when the control unit determines that the vehicle is turning on a narrow road section based on driving conditions and steering information, the control unit can control the attitude motor 131, which drives the transmission unit 132 and the chassis body 110 to rotate together around the second end of the transmission unit 132, so that the wheelbase of the vehicle is less than the initial wheelbase (for example, making the wheelbase of the vehicle the minimum wheelbase, such as...). Figure 10 (As shown). The above control strategy can enhance vehicle agility and facilitate turning in narrow alleys.

[0115] In addition to the sensors described above, vehicles according to embodiments of the present invention may also include various other sensors as needed, such as chassis body Hall sensors, current sensors, etc.

[0116] Figure 11 A schematic diagram of vehicle steering according to an embodiment of the present invention is shown. Figure 11 The vehicles in the image are front-wheel steering models. For example... Figure 11 As shown, when the vehicle is turning, the control unit can control the steering motor 150 corresponding to the two front wheels (steering wheels) 120. The steering motor 150 can drive the swing arm mechanism 140 and the wheels 120 to rotate in the vertical direction, thereby turning the two front wheels 120 and thus turning the vehicle. When the vehicle is a full-steering model, the control unit can control the steering motor 150 corresponding to all wheels (e.g., four wheels) 120, driving all wheels 120 to turn, thereby turning the vehicle.

[0117] The vehicle chassis described above and the vehicle including the vehicle chassis can achieve beneficial technical effects, not limited to those described below.

[0118] The vehicle chassis according to embodiments of the present invention can achieve active attitude adjustment to improve driving safety and / or stability.

[0119] According to an embodiment of the present invention, the vehicle chassis with attitude control mechanism assembly has a simple and compact structure, which is beneficial for achieving vehicle miniaturization.

[0120] The vehicle chassis according to an embodiment of the present invention can compensate for angular and length deviations, thereby improving vehicle driving stability.

[0121] The vehicle chassis according to an embodiment of the present invention may have a shock absorption function.

[0122] Although exemplary embodiments of the invention have been specifically described with reference to exemplary embodiments thereof, those skilled in the art should understand that various changes in form and detail may be made thereto without departing from the spirit and scope of the invention as defined by the claims.

Claims

1. A vehicle chassis, characterized in that The vehicle chassis (100) comprises: a chassis body (110); a plurality of wheels (120) mounted to the chassis body (110); a plurality of posture control mechanism assemblies (130) respectively arranged between the chassis body (110) and the plurality of wheels (120), each posture control mechanism assembly (130) comprising a posture motor (131) fixed to the chassis body (110) and a transmission part (132) having a first end connected to an output end of the posture motor (131) and a second end fixed to the wheel (120), the first end and the second end of the transmission part (132) being separated by a predetermined distance along a radial direction of the wheel (120), wherein the posture motor (131) is configured to drive the transmission part (132) to rotate around the second end of the transmission part (132) to drive the chassis body (110) to rotate relative to the second end of the transmission part (132), wherein the plurality of wheels (120) comprises a steered wheel (121), and the vehicle chassis (100) further comprises a first swing arm mechanism (140) sleeved on the transmission part (132) fixed to the steered wheel (121) and connected with the transmission part (132) to rotate around an axial direction of the first swing arm mechanism (140), the first swing arm mechanism (140) being connected with the chassis body (110) to rotate around a vertical direction.

2. The vehicle chassis of claim 1, wherein, The transmission part (132) comprises a transmission shaft (132a) and a rocker arm (132b), a first end of the transmission shaft (132a) being connected to the output end of the posture motor (131) as the first end of the transmission part (132), a second end of the transmission shaft (132a) being connected to a first end of the rocker arm (132b), and a second end of the rocker arm (132b) being fixed to the wheel (120) as the second end of the transmission part (132), the first end and the second end of the rocker arm (132b) being separated by a predetermined distance along the radial direction of the wheel (120).

3. The vehicle chassis of claim 2, wherein, Each wheel (120) of the plurality of wheels (120) comprises a wheel hub motor, and the second end of the rocker arm (132b) is fixed to a stator shaft (120a) of the wheel hub motor.

4. The vehicle chassis of claim 2, wherein, The transmission shaft (132a) comprises a universal joint segment (132a-1) and an axial sliding segment (132a-2) connected with the universal joint segment (132a-1), and the rocker arm (132b) comprises a shaft connecting segment (132b-1), a rocker arm fixing segment (132b-2) separated from the shaft connecting segment (132b-1) by a predetermined distance along the radial direction of the wheel (120), and a radial separation segment (132b-3) connecting the shaft connecting segment (132b-1) and the rocker arm fixing segment (132b-2), and the axial sliding segment (132a-2) is inserted into the shaft connecting segment (132b-1) and can axially slide in the shaft connecting segment (132b-1).

5. The vehicle chassis of any one of claims 1 to 4, wherein, The plurality of wheels (120) further comprises a non-steering wheel (122), and the vehicle chassis (100) further comprises a second swing arm mechanism (140), the second swing arm mechanism (140) is sleeved on the transmission part (132) fixed to the non-steering wheel (122), and is connected with the transmission part (132) around the axial rotation of the second swing arm mechanism (140), and the second swing arm mechanism (140) is fixed to the chassis body (110).

6. The vehicle chassis of claim 5, wherein, The first swing arm mechanism (140) and the second swing arm mechanism (140) comprise a swing arm support part (141) and a swing arm rotation part (142), the swing arm support part (141) of the first swing arm mechanism (140) is connected with the chassis body (110) around the vertical direction, the swing arm support part (141) of the second swing arm mechanism (140) is fixed to the chassis body (110), and the swing arm rotation part (142) is connected with the swing arm support part (141) around the horizontal direction perpendicular to the axial direction of the wheel (120).

7. The vehicle chassis of claim 6, wherein, The first swing arm mechanism (140) and the second swing arm mechanism (140) further comprise an elastic element (143), the elastic element (143) is arranged between the swing arm support part (141) and the swing arm rotation part (142) and is connected with at least one of the swing arm support part (141) and the swing arm rotation part (142).

8. The vehicle chassis of claim 6, wherein, The swing arm support part (141) comprises a pair of composite bushings (141a) separated from each other along the horizontal direction perpendicular to the axial direction of the swing arm mechanism (140), each composite bushing (141a) comprises an outer sleeve (141a-1), an inner sleeve (141a-2) and an elastic sleeve (141a-3) arranged between the outer sleeve (141a-1) and the inner sleeve (141a-2), and the swing arm mechanism (140) further comprises a swing arm mounting shaft (144), the swing arm mounting shaft (144) rotationally connects the pair of composite bushings (141a) with the swing arm rotation part (142).

9. The vehicle chassis of claim 6, wherein, The first swing arm mechanism (140) and the second swing arm mechanism (140) comprise a swing arm bearing (145), the swing arm bearing (145) is arranged in the swing arm rotation part (142), an outer ring of the swing arm bearing (145) is fixed to the swing arm rotation part (142), and an inner ring of the swing arm bearing (145) is fixed to the transmission part (132).

10. The vehicle chassis according to claim 1, wherein The vehicle chassis (100) further comprises a steering motor (150) fixed to the chassis body (110), and the steering motor (150) is used to drive the first swing arm mechanism (140) to rotate around the vertical direction.

11. The vehicle chassis of claim 10, wherein, An output end of the steering motor (150) is in gear transmission with the first swing arm mechanism (140).

12. The vehicle chassis of claim 1, wherein, The posture motor (131) is provided with a posture motor speed reducer (131a), and an output end of the posture motor speed reducer (131a) is connected with the first end of the transmission part (132).

13. The vehicle chassis of claim 1, wherein, The first end and the second end of the transmission part (132) are separated by a predetermined distance in a radial direction of the wheel (120), and the predetermined distance is smaller than a radius of the wheel (120).

14. A vehicle characterized by comprising: The vehicle includes the vehicle chassis (100) according to any one of claims 1 to 13.

15. The vehicle of claim 14, wherein, When the first end and the second end of the transmission part (132) are separated from each other in a vertical direction and the first end is located below the second end, a height of the chassis body (110) is an initial height, and a wheelbase of the chassis body (110) is an initial wheelbase.

16. The vehicle of claim 15, wherein, The vehicle further includes a steering sensor configured to measure steering information of the wheel (120) and transmit the steering information to the control unit, and a speed sensor configured to measure a running speed of the wheel (120) and transmit the running speed to the control unit, When the running speed of the wheel (120) is greater than a first predetermined speed and the control unit determines, based on the steering information, that the wheel (120) is steered to the right, the control unit controls the attitude motor (131) to drive the transmission part (132) to rotate around the second end of the transmission part (132) such that a height on a left side of the chassis body (110) is higher than a height on a right side of the chassis body (110), and the height on the right side of the chassis body (110) is greater than or equal to the initial height, When the running speed of the wheel (120) is greater than a first predetermined speed and the control unit determines, based on the steering information, that the wheel (120) is steered to the left, the control unit controls the attitude motor (131) to drive the transmission part (132) to rotate around the second end of the transmission part (132) such that a height on a right side of the chassis body (110) is higher than a height on a left side of the chassis body (110), and the height on the left side of the chassis body (110) is greater than or equal to the initial height.

17. The vehicle of claim 15, wherein, The vehicle further includes a speed sensor configured to measure a running speed of the wheel (120) and transmit the running speed to the control unit for controlling the attitude motor (131), When the running speed is greater than a second predetermined speed, the control unit controls the attitude motor (131) to drive the transmission part (132) to rotate around the second end of the transmission part (132) to lower a height of the entire chassis body (110) to the initial height.

18. The vehicle of claim 15, wherein, The vehicle further includes a road condition sensor configured to measure a running road condition of the vehicle and transmit the running road condition to the control unit for controlling the attitude motor (131), When the control unit determines that the vehicle is running on a poor road condition according to the running road condition, the control unit controls the attitude motor (131) to drive the transmission part (132) to rotate around the second end of the transmission part (132), so as to increase the height of the entire chassis body (110) to be higher than the initial height.

19. The vehicle of claim 15, wherein, The vehicle further comprises a road condition sensor and a steering angle sensor, and a control unit for controlling the attitude motor (131), the road condition sensor is configured to measure the running road condition of the vehicle and transmit the running road condition to the control unit, the steering angle sensor is configured to measure the steering information of the wheel (120) and transmit the steering information to the control unit, When the control unit determines that the vehicle is turning on a narrow road section according to the running road condition and the steering information, the control unit controls the attitude motor (131) to drive the transmission part (132) to rotate around the second end of the transmission part (132), so that the wheelbase of the vehicle is less than the initial wheelbase, When the control unit determines that the vehicle is running on a wide road section according to the running road condition, the control unit controls the attitude motor (131) to drive the transmission part (132) to rotate around the second end of the transmission part (132), so that the wheelbase of the vehicle is greater than the initial wheelbase.

20. The vehicle of claim 15, wherein, The vehicle further comprises a road condition sensor and a control unit for controlling the attitude motor (131), the road condition sensor is configured to measure the running road condition of the vehicle and transmit the running road condition to the control unit, When the control unit determines that the vehicle is running in the direction of an uphill according to the running road condition, the control unit controls the attitude motor (131) corresponding to the wheel (120) at the rear side of the chassis body (110) to drive the transmission part (132) to rotate around the second end of the transmission part (132), so that the height of the rear side of the chassis body (110) is higher than the initial height.

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