Single-motor in-wheel power module and control method thereof

Abstract

The invention relates to a single-motor in-wheel power module and a control method thereof, and the single-motor in-wheel power module comprises a motor, and a first motor output shaft and a second motor output shaft are arranged on the two axial sides of the motor respectively; the driving transmission mechanism is located on one axial side of the motor and comprises a driving clutch, and the driving clutch is used for enabling the first motor output shaft to selectively transmit power to the driving transmission mechanism; and the steering transmission mechanism is located on the other axial side of the motor and comprises a steering clutch, and the steering clutch is used for enabling the output shaft of the second motor to selectively transmit power to the driving transmission mechanism. The motor is located between the driving transmission mechanism and the steering transmission mechanism, the driving transmission mechanism and the steering transmission mechanism share one motor, application of a steering motor is omitted, cost and occupied space are reduced, the transverse integration degree is high, occupied space in the vertical direction is reduced, and the high requirements for smoothness and low floor of a drive-by-wire chassis floor are met.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive by-wire chassis, and particularly to a single-motor in-wheel power module and a control method thereof. Background Art

[0002] With the accelerating development of automotive intelligence, by-wire chassis is a core technology product for realizing high-level autonomous driving of vehicles. And the in-wheel power module is an important component in the design of autonomous vehicles. The in-wheel power module integrates traditional driving, braking, steering functions and suspension in one assembly unit, which can help the vehicle to move forward, turn and brake, etc., providing a basis for fully autonomous and driverless vehicles.

[0003] However, when the in-wheel power module integrating a drive system, a steering system and a braking system is applied to a wheel, higher requirements are put forward for the structural compactness and integration of the in-wheel power module, especially when facing the by-wire chassis products with requirements of low floor and flat floor. Therefore, how to improve the structural compactness and integration of the in-wheel power module becomes a technical problem that needs to be solved urgently. Summary of the Invention

[0004] To overcome the problems existing in the related art, the present disclosure provides a single-motor in-wheel power module and a control method thereof.

[0005] According to the first aspect of the embodiments of the present disclosure, the present disclosure provides a single-motor in-wheel power module, including: a motor, with a first motor output shaft and a second motor output shaft respectively arranged on both axial sides of the motor; a drive transmission mechanism, located on one axial side of the motor, including a drive clutch for selectively transmitting the power of the first motor output shaft to the drive transmission mechanism; and a steering transmission mechanism, located on the other axial side of the motor, including a steering clutch for selectively transmitting the power of the second motor output shaft to the drive transmission mechanism.

[0006] In some embodiments, the drive transmission mechanism further includes a drive input shaft, which is in transmission connection with and coaxial with the first motor output shaft, and the drive clutch is arranged between the first motor output shaft and the drive input shaft to connect or disconnect the first motor output shaft and the drive input shaft; the steering transmission mechanism further includes a steering input shaft, which is in transmission connection with and coaxial with the second motor output shaft; the steering clutch is arranged between the second motor output shaft and the steering input shaft to connect or disconnect the second motor output shaft and the steering input shaft.

[0007] In some embodiments, the first motor output shaft and the second motor output shaft are coaxial.

[0008] In some embodiments, the drive transmission mechanism further includes a drive output shaft, which is used to be fixedly connected to the wheel and is coaxial with the drive input shaft.

[0009] In some embodiments, the drive transmission mechanism further includes a planetary reducer. The sun gear of the planetary reducer is torsionally connected to the drive input shaft, and the planet carrier of the planetary reducer is torsionally connected to the drive output shaft.

[0010] In some embodiments, the steering transmission mechanism further includes a worm and worm gear reducer and a steering output shaft. The worm of the worm and worm gear reducer is the steering input shaft, the worm gear of the worm and worm gear reducer is torsionally connected to the steering output shaft, and the steering output shaft is used to be torsionally connected to the vehicle frame.

[0011] In some embodiments, the drive transmission mechanism further includes: a first housing, and a mounting hole for connecting a ball pin is provided below the first housing; a second housing, one axial end of the second housing is fixedly connected to the first housing, and the other axial end of the second housing is rotatably connected to the drive output shaft through a hub bearing.

[0012] In some embodiments, the in-wheel single-motor power module further includes a braking mechanism, and the braking mechanism includes: a brake disc, which is sleeved outside the drive output shaft; a caliper, which is fixed on the first housing or the second housing and is used to clamp the brake disc.

[0013] According to the second aspect of the embodiments of the present disclosure, the present disclosure provides a control method based on the in-wheel single-motor power module described in the first aspect, including the following steps: Step 1: Determine whether the vehicle is in a driving mode; Step 2: In response to the vehicle being in a driving mode, control the motor to be powered on and control the drive clutch to close, and the first motor output shaft of the motor transmits power to the drive transmission mechanism to drive the wheel to rotate around the rotation axis; Step 3: Determine whether the vehicle is in a steering driving mode; Step 4: In response to the vehicle being in a steering driving mode, control the steering clutch to close, and the second motor output shaft of the motor transmits power to the steering transmission mechanism to drive the wheel to rotate around the steering axis.

[0014] In some embodiments, both the drive clutch and the steering clutch are electromagnetic clutches. Among them, when the vehicle is in a driving mode, control the drive clutch to lose power and the drive clutch closes; when the vehicle is in a steering driving mode, control the steering clutch to lose power and the steering clutch closes.

[0015] In some embodiments, step 2 further includes: in response to the vehicle being in a non-driving mode, determining whether the vehicle is in a spot-turning mode; in response to the vehicle being in the spot-turning mode, the motor is powered on, the drive clutch is powered on, the steering clutch is powered off, and the motor drives the wheel to rotate around the steering axis.

[0016] The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: The single-motor in-wheel power module of the present disclosure integrates the driving and steering functions, has a compact structure and high functional integration degree, which is beneficial to the development of compact steer-by-wire chassis products. The driving transmission mechanism and the steering transmission mechanism of the present disclosure share a single motor and are respectively located on both axial sides of the motor. A single motor can provide power sources for both driving and steering at the same time, omitting the steering motor, reducing the number and occupied space of the motors, and at the same time reducing the space occupied by the in-wheel power module in the vertical direction, which is beneficial to meeting the high requirements of the steer-by-wire chassis for flat floor and low floor. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present disclosure and, together with the specification, are used to explain the principles of the present disclosure.

[0018] Figure 1 is a schematic structural diagram of a single-motor in-wheel power module shown according to an exemplary embodiment;

[0019] Figure 2 is Figure 1 a perspective three-dimensional structural diagram of the single-motor in-wheel power module shown from another perspective;

[0020] Figure 3 is Figure 1 and Figure 2 a perspective three-dimensional structural diagram of the single-motor in-wheel power module arranged in a tire unit;

[0021] Figure 4 is Figure 1 and Figure 2 a perspective three-dimensional structural diagram of the single-motor in-wheel power module arranged in a tire unit shown from another perspective;

[0022] Figure 5 is Figure 1 and Figure 2 a cross-sectional view of the single-motor in-wheel power module at the driving transmission mechanism;

[0023] Figure 6 is Figure 1 and Figure 2 a cross-sectional view of the single-motor in-wheel power module at the steering transmission mechanism;

[0024] Figure 7 is Figure 6A cross-sectional view of the steering transmission mechanism at the worm gear and the steering output shaft;

[0025] Figure 8 is Figure 2 A schematic three-dimensional structure diagram of the single-motor wheel internal power module shown in the figure with the braking mechanism removed;

[0026] Figure 9 A schematic structural diagram of a motor shown according to an exemplary embodiment;

[0027] Figure 10 A schematic flow diagram of a control method for the single-motor wheel internal power module shown according to an exemplary embodiment. Detailed Description of the Invention

[0028] Here, exemplary embodiments will be described in detail, and examples thereof are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0029] In the present invention, unless otherwise specified, the axial direction, the radial direction, and the circumferential direction respectively refer to the axial direction, the radial direction, and the circumferential direction of the motor; in addition, "drivably connected" means that driving force / torque can be transmitted between two components, and these two components can be directly connected or can achieve the above functions through various transmission mechanisms or connection structures. The term "anti-torsion connection" means that two elements are connected in a manner that does not rotate relative to each other, which can be achieved via a press fit (i.e., an interference fit) or by integrally forming the two components mentioned. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] To solve the above technical problems, the present disclosure provides a single-motor wheel internal power module 100, as Figure 3 shown, the single-motor wheel internal power module 100 is applied to a wheel unit, the wheel unit includes a wheel 200, the single-motor wheel internal power module 100 is used to drive the wheel 200 to rotate around the rotation axis A1 so that the vehicle can move forward, the single-motor wheel internal power module 100 can also drive the wheel 200 to rotate around the steering axis A2 so that the vehicle can steer, and the single-motor wheel internal power module 100 can also brake the wheel 200 so that the vehicle can stop.

[0031] Among them, as Figure 1 and Figure 2 shown, the single-motor wheel internal power module 100 can be integrally integrated with a motor 10, a driving transmission mechanism 20, a steering transmission mechanism 30, and a braking mechanism 40.

[0032] In the present disclosure, only one motor 10 is provided in the in-wheel power module 100 of a single motor. The motor 10 can simultaneously provide power for both the driving transmission mechanism 20 and the steering transmission mechanism 30, that is, the driving transmission mechanism 20 and the steering transmission mechanism 30 can share one motor 10. Compared with the related art in which each of the driving transmission mechanism 20 and the steering transmission mechanism 30 is provided with a driving motor and a steering motor, the use of one motor can be reduced, the cost can be lowered, and the occupied space of the motor can be decreased, which is more suitable for use in the tires of a small vehicle by-wire chassis, such as the by-wire chassis of a logistics shuttle vehicle, etc.

[0033] As Figure 9 shown, two output shafts, namely a first motor output shaft 11 and a second motor output shaft 12, are provided on one motor 10. At the same time, the first motor output shaft 11 and the second motor output shaft 12 are respectively located on both sides of the motor 10, so that the motor 10 can transmit power in two opposite directions along the axial direction A. The motor 10 can transmit power to the driving transmission mechanism 20 through the first motor output shaft 11, and the motor 10 transmits power to the steering transmission mechanism 30 through the second motor output shaft 12, thereby making full use of the axial space of the by-wire chassis, minimizing the space occupied in the vertical direction G and the longitudinal direction L as much as possible, and making the in-wheel power module 100 of a single motor more compact axially.

[0034] Therefore, as Figure 1 and Figure 2 shown, the driving transmission mechanism 20 and the steering transmission mechanism 30 are respectively located on both axial sides of the motor 10, and the motor 10, the driving transmission mechanism 20 and the steering transmission mechanism 30 extend along the axial direction A, which can make full use of the axial space of the by-wire chassis.

[0035] In some embodiments, the first motor output shaft 11 and the second motor output shaft 12 can also be coaxial or non-coaxial. The coaxial or non-coaxial setting of the first motor output shaft 11 and the second motor output shaft 12 depends on the layout setting of the by-wire chassis.

[0036] Furthermore, in the present embodiment, the first motor output shaft 11 and the second motor output shaft 12 of the motor 10 are coaxial. Therefore, it is possible to further avoid the driving transmission mechanism 20 and the steering transmission mechanism 30 from occupying the space in the vertical direction G or the longitudinal direction L of the tire or wheel 200, which is more conducive to the low-floor design and the flatness of the floor of the by-wire chassis.

[0037] Among them, the vertical direction G can refer to the direction perpendicular to the by-wire chassis of the vehicle, the longitudinal direction L can refer to the direction when the by-wire chassis of the vehicle is driving straight, and the axial direction A can also be called the transverse direction, which can refer to the direction perpendicular to the by-wire chassis of the vehicle when it is driving straight.

[0038] Among them, the first motor output shaft 11 and the second motor output shaft 12 can be an integral transmission shaft, that is, the first motor output shaft 11 and the second motor output shaft 12 are the same transmission shaft. When the motor 10 starts, the first motor output shaft 11 and the second motor output shaft 12 can rotate simultaneously. Or the first motor output shaft 11 and the second motor output shaft 12 can be two independent transmission shafts, which are not specifically limited here.

[0039] Furthermore, in this embodiment, the drive transmission mechanism 20 can further include a drive input shaft 21 and a drive output shaft 22 arranged coaxially. The drive input shaft 21 is in transmission connection with and coaxial with the first motor output shaft 11. As Figure 4 shown, the drive output shaft 22 is inserted into the central position of the rim 201 of the wheel 200 and fixedly connected to the rim 201 of the wheel 200. The drive transmission mechanism 20 is used to transmit the power of the motor 10 to the wheel 200 to drive the wheel 200 to rotate around the rotation axis A1.

[0040] It can be seen from this that the first motor output shaft 11 of the motor 10, the drive input shaft 21 and the drive output shaft 22 of the drive transmission mechanism 20 are all coaxial with the rotation axis A1 of the wheel 200. Also, because the motor 10 can be an in-wheel motor 10, when the motor 10 is applied to the axial inner side of the wheel 200 (i.e., the side close to the steer-by-wire chassis), the space on the axial inner side of the wheel 200 can be utilized as much as possible, avoiding the space occupation of the single-motor in-wheel power module 100 in the vertical direction G, which is beneficial to the low-floor design and floor flatness of the steer-by-wire chassis.

[0041] Of course, in some other embodiments, the drive input shaft 21 and the drive output shaft 22 of the drive transmission mechanism 20 can also be non-coaxial.

[0042] Furthermore, the steering transmission mechanism 30 includes a steering input shaft 31 and a steering output shaft 32. The steering input shaft 31 is in transmission connection with and coaxial with the second motor output shaft 12 and is used to receive the driving force of the motor 10. The steering output shaft 32 is arranged crosswise with respect to the steering input shaft 31, and the central axis of the steering output shaft 32 coincides with the steering axis A2, so as to change the direction of the driving force of the motor 10 to drive the wheel 200 to rotate around the steering axis A2, and the steering axis A2 is parallel or coincides with the kingpin axis.

[0043] As Figure 3As shown, the vehicle frame (not shown in the figure) includes a suspension system 300. The suspension system 300 includes an upper swing arm 301 and a lower swing arm 302. The in-wheel single-motor power module 100 is located between the upper swing arm 301 and the lower swing arm 302 in the vertical direction G. The steering output shaft 32 of the steering transmission mechanism 30 is torsionally connected to the upper swing arm 301, and the upper swing arm 301 is fixedly connected to the vehicle frame. Therefore, the steering output shaft 32 is relatively stationary with respect to the frame. The drive transmission mechanism 20 further includes a first housing 23, and the first housing 23 is rotatably connected to the lower swing arm 302 through a ball pin 303. The lower swing arm 302 is also fixedly connected to the vehicle frame. Therefore, the first housing 23 of the drive transmission mechanism 20 can rotate relative to the frame.

[0044] When the motor 10 drives the steering output shaft 32 to rotate through the second motor output shaft 12 and the steering input shaft 31 in sequence, since the steering output shaft 32 is relatively stationary with respect to the frame, at this time, the motor 10 drives the first housing 23, the drive transmission mechanism 20, the wheel 200, and the braking mechanism 40 to rotate around the steering axis A2 or the kingpin axis between the upper swing arm 301 and the lower swing arm 302, realizing the independent steering of the wheel 200.

[0045] Furthermore, as Figure 1 and Figure 2 shown, the drive transmission mechanism 20 further includes a drive clutch 25. The drive clutch 25 is connected between the first motor output shaft 11 and the drive input shaft 21 along the axial direction A to connect or disconnect the first motor output shaft 11 and the drive input shaft 21. The motor 10 can selectively transmit power to the drive transmission mechanism 20 through the drive clutch 25.

[0046] When the vehicle selects in-situ steering, by controlling the drive clutch 25, the first motor output shaft 11 of the motor 10 can be disconnected from the drive input shaft 21, and the power of the motor 10 cannot be transmitted to the drive transmission mechanism 20, so that the wheel 200 cannot be driven to rotate around the rotation axis A1. Therefore, when the wheel 200 steers, it can be ensured that the wheel 200 will no longer drive the vehicle forward, thus realizing the in-situ steering of the vehicle. Therefore, the in-wheel single-motor power module 100 of the present disclosure can be used for a single tire to achieve independent drive and independent steering, improving the power performance and steering flexibility of the vehicle.

[0047] Furthermore, as Figure 1 and Figure 2 shown, the steering transmission mechanism 30 further includes a steering clutch 33. The steering clutch 33 is connected between the second motor output shaft 12 and the steering input shaft 31 along the axial direction A to connect or disconnect the second motor output shaft 12 and the steering input shaft 31. The motor 10 can selectively transmit power to the steering transmission mechanism 30 through the steering clutch 33.

[0048] The steering clutch 33 can disconnect the power transmission path between the second motor output shaft 12 and the steering input shaft 31. Therefore, the power of the motor 10 cannot be transmitted to the steering transmission mechanism 30, so that the motor 10 cannot drive the wheel 200 to rotate around the steering axis A2 or the kingpin axis, and the wheel 200 cannot be steered, which can avoid unnecessary steering during the vehicle driving process.

[0049] When the vehicle is in the driving mode, the drive clutch 25 connects the first motor output shaft 11 of the motor 10 with the drive input shaft 21, and the power of the motor 10 can be transmitted to the drive transmission mechanism 20. At this time, the steering clutch 33 can also be controlled simultaneously to connect the second motor output shaft 12 of the motor 10 with the steering input shaft 31, and the power of the motor 10 is transmitted to the steering transmission mechanism 30 at the same time, realizing steering during the vehicle driving process.

[0050] In this embodiment, the drive clutch 25 and the steering clutch 33 can both be electromagnetic clutches, as Figures 5 to 7 shown, the electromagnetic clutch includes a rotor 251, a stator 252 and an armature 253. Among them, in the axial direction A, the armature 253 is located between the rotor 251 and the stator 252.

[0051] As Figure 5 shown, in the drive clutch 25, both the rotor 251 and the armature 253 are in a disc structure. The rotor 251 can be torsionally sleeved outside the first motor output shaft 11 through a snap ring, and the armature 253 is torsionally and axially movably sleeved outside the drive input shaft 21. The armature 253 is frictionally connected or disconnected from the rotor 251 through axial movement, so that the first motor output shaft 11 of the motor 10 is connected or disconnected from the drive input shaft 21.

[0052] Similarly, as Figure 6 and Figure 7 shown, in the steering clutch 33, both the rotor 251 and the armature 253 are in a disc structure. The rotor 251 can be torsionally sleeved outside the second motor output shaft 12 through a snap ring, and the armature 253 is torsionally and axially movably sleeved outside the steering input shaft 31. The armature 253 is frictionally connected or disconnected from the rotor 251 through axial movement, so that the second motor output shaft 12 of the motor 10 is connected or disconnected from the steering input shaft 31.

[0053] The axial movement of the armature 253 is determined by whether the electromagnetic coil 254 on the stator 252 is energized or not. Hereinafter, taking the drive clutch 25 as an example, how the armature 253 axially moves will be described.

[0054] The drive transmission mechanism 20 further includes a first housing 23. The motor 10 includes a motor housing 13 and a first adapter housing 14. The first adapter housing 14 is located on one side of the motor 10 where the first motor output shaft 11 is arranged and is fixedly connected to the motor housing 13. The first housing 23 is fixedly connected to the first adapter housing 14. The stator 252 is fixedly connected inside the first housing 23. Therefore, the stator 252 is fixed relative to the motor housing 13. A circumferential annular groove is provided inside the stator 252. The stator 252 further includes a coil 254 inside, and the coil 254 is circumferentially wound and located in the annular groove.

[0055] When the coil 254 is energized, the stator 252 generates a magnetic suction force, and the stator 252 adsorbs the armature 253. The armature 253 is separated from the rotor 251, and the torque cannot be transmitted between the disconnection of the first motor output shaft 11 and the drive input shaft 21. As a result, the motor 10 cannot drive the drive output shaft 22 and the wheel 200 to rotate, and the wheel 200 cannot drive the vehicle forward at this time.

[0056] Furthermore, the stator 252 further includes a spring (not shown in the figure). The spring extends axially along the axis A inside the stator 252. One end of the spring extends out of the stator 252 and abuts against the armature 253. The spring gives the armature 253 an elastic force to move towards the rotor 251 along the axis. When the coil 254 is de-energized, the stator 252 no longer generates a magnetic suction force and cannot adsorb the armature 253 to move towards the stator 252. The spring elastically pushes the armature 253 to frictionally abut against the rotor 251. Therefore, when the coil 254 is de-energized, the drive clutch 25 fails, and the power of the motor 10 can be transmitted to the drive input shaft 21 through the frictional force between the rotor 251 and the armature 253, thereby driving the wheel 200 to rotate around the rotation axis A1.

[0057] In addition, flanges 256 can be provided in both the first adapter housing 14 and the second adapter housing 15. In the drive clutch 25, the flange 256 is fixedly connected to the first adapter housing 14 and is axially arranged between the rotor 251 and the first adapter housing 14 to avoid direct friction between the rotor 251 and the first adapter housing 14 and extend the service life. Additionally, the first adapter housing 14 and the second adapter housing 15 can also be integrally formed with the motor housing 13.

[0058] The working principle of the steering clutch 33 is the same as that of the drive clutch 25. As Figure 6As shown, the motor 10 further includes a second adapter housing 15. The second adapter housing 15 is fixed to one side of the motor housing 13 where the second motor output shaft 12 is arranged. The steering transmission mechanism 30 further includes a third housing 34. The third housing 34 is fixedly connected to the second adapter housing 15. The stator 252 in the steering clutch 33 is fixedly connected to the third housing 34. Therefore, the stator 252 is relatively fixed to the motor housing 13. The stator 252 is also provided with an annular groove, a coil 254 and a spring. When the coil 254 is energized, the stator 252 generates a magnetic suction force, separating the armature 253 from the rotor 251, and disconnecting the motor 10 from the steering transmission mechanism 30. When the coil 254 is de-energized, the magnetic suction force of the stator 252 disappears, and the spring pushes the armature 253 to frictionally abut against the rotor 251, and the motor 10 is drivingly connected to the steering transmission mechanism 30 to be able to drive the wheel 200 to turn around the steering axis A2.

[0059] In some embodiments, the drive transmission mechanism 20 further includes a planetary reducer 26. Again, Figure 5 as shown, the planetary reducer 26 includes a sun gear 261, planet gears 262, a ring gear 263 and a planet carrier 264.

[0060] The sun gear 261 is anti-torsionally connected to the drive input shaft 21 by splines. The ring gear 263 is fixed inside the first housing 23. The planet gears 262 are meshed with the sun gear 261 and the ring gear 263. The planet carrier 264 includes a pin shaft 2631. The pin shaft 2631 is inserted into the middle of the planet gear 262, and the planet gear 262 is rotatable relative to the pin shaft 2631 through a needle roller bearing 2632. The pin shaft 2631 of the planet carrier 264 can be integrally formed with the planet carrier 264 or press-fitted on the planet carrier 264. The output end of the planet carrier 264 is anti-torsionally connected to the drive output shaft 22 by splines and locked to the drive output shaft 22 at the end through a fastener 28.

[0061] It can be seen that the drive clutch 25 and the planetary reducer 26 of the drive transmission mechanism 20 are both coaxially arranged with the first motor output shaft 11 of the motor 10, thereby making full use of the axial space of the single-motor wheel internal power module 100, reducing the space occupation in the longitudinal direction L and the vertical direction G, and being more conducive to meeting the requirements of low-floor and floor flatness.

[0062] It should be noted that for other layout requirements, the planetary reducer 26 can also be arranged parallel and offset to the first motor output shaft 11 of the motor 10. Another stage of parallel reduction transmission device can also be provided between the planetary reducer 26 and the first motor output shaft 11 of the motor 10 to make the planetary reducer 26 parallel and offset to the first motor output shaft 11 of the motor 10.

[0063] Furthermore, the single-motor wheel internal power module 100 further includes a braking mechanism 40, such as Figure 1 andFigure 2 As shown, the brake mechanism 40 includes a brake disc 41 (also called a brake disc) and a caliper 42. The brake disc 41 is torsionally connected to the drive output shaft 22. In this embodiment, Figure 5 As shown, the brake disc 41 and the drive output shaft 22 can be integrally formed, and a threaded hole is provided on the brake disc 41 for fixing with the rim 201 of the wheel 200 through a fastener, so as to transmit the driving force of the motor 10 to the wheel 200 and drive the vehicle to travel. Therefore, the brake disc 41 is a component that rotates with the wheel 200. The brake disc 41 is generally made of cast iron (H250).

[0064] The drive transmission mechanism 20 further includes a second housing 24, which is disposed outside the drive output shaft 22 and is axially located between the first housing 23 and the brake disc 41, and the second housing 24 is fixedly connected to the first housing 23. A hub bearing 27 is disposed between the outer wall of the drive output shaft 22 and the inner wall of the second housing 24, so that the drive output shaft 22 can rotate relative to the second housing 24. Figure 8 As shown, a first mounting hole 241 is provided on the second housing 24 , and the caliper 42 is fixed to the second housing 24 through the first mounting hole 241 . The caliper 42 clamps the brake disc 41 to generate braking force to achieve the effect of deceleration or parking.

[0065] Furthermore, if Figure 6 As shown, the steering transmission mechanism 30 also includes a worm gear reducer 35 and a steering output shaft 32. The worm gear reducer 35 includes a worm 351 and a worm wheel 352, wherein the worm 351 is the steering input shaft 31, the rotor 251 of the electronic clutch is torsionally sleeved on the outside of the second motor output shaft 12, and the armature 253 is torsionally sleeved on the outside of the worm 351 and can be axially moved. Figure 7 As shown, the worm 351 is meshed with the worm wheel 352, and the worm wheel 352 is torsionally connected to the steering output shaft 32. It can be seen that the second motor output shaft 12 is coaxial with the central axis of the worm 351, and the central axis of the steering output shaft 32 coincides with the steering axis A2, and is offset from the central axis of the worm 351 in the longitudinal direction L.

[0066] Further, in this embodiment, the worm wheel 352 and the steering output shaft 32 can be separately provided, and the worm wheel 352 is torsionally connected to the steering output shaft 32. In some other embodiments, the worm wheel 352 and the steering output shaft 32 can be integrally formed to form a worm wheel shaft.

[0067] In addition, if Figure 8As shown in the figure, an installation hole 231 for connecting the ball pin 303 is provided below the first housing 23; the upper swing arm 301 of the vehicle frame suspension system 300 is torsionally connected to the steering output shaft 32, and the lower swing arm 302 is rotatably connected to the first housing 23 through the ball pin 303. Therefore, when the motor 10 drives the steering output shaft 32 to rotate through the second motor output shaft 12, the worm 351, and the worm gear 352 in sequence, since the steering output shaft 32 is relatively stationary with respect to the vehicle frame, at this time, the motor 10 drives the first housing 23, the drive transmission mechanism 20, the wheel 200, and the braking mechanism 40 to rotate around the steering axis A2 or the kingpin axis between the upper swing arm 301 and the lower swing arm 302, realizing the independent steering of the wheel 200.

[0068] It should be noted that the position of the ball pin 303 can be changed according to the design requirements of the actual steer-by-wire chassis, so that the kingpin axis coincides with the steering axis A2 of the steering output shaft 32.

[0069] Furthermore, the worm gear reducer 35 further includes an angle sensor (abbreviation: SAS) 353. The angle sensor 353 can be fixed on the steering output shaft 32 or the worm gear 352, and is used to collect the angle signal when the steering output shaft 32 or the worm gear 352 rotates. The angle sensor converts the collected angle signal into an electrical signal, and the angle signal converted into an electrical signal can be converted through the transmission ratio and reflect the steering angle information of the wheel 200.

[0070] Based on the same inventive concept, the present disclosure provides a control method for a single-motor in-wheel power module 100. As Figure 10 shown, it is a schematic flowchart of the control method when the single-motor in-wheel power module 100 is applied to a vehicle steer-by-wire chassis. The vehicle can include a stop mode, a driving mode, and a spot-turning mode.

[0071] Stop mode.

[0072] In response to the vehicle being in the stop mode, that is, the vehicle is not started, the motor 10 is de-energized, the drive clutch 25 is de-energized, the steering clutch 33 is de-energized, and the vehicle is stationary.

[0073] Driving mode.

[0074] Among them, the driving mode further includes a steering driving mode.

[0075] After the vehicle starts, it is judged whether the vehicle is in the driving mode. If it is in the driving mode, the motor 10 is energized, the drive clutch 25 is de-energized, and the driving force of the motor 10 can be transmitted to the drive output shaft 22 through the drive clutch 25, thereby realizing the forward driving of the vehicle.

[0076] Based on the driving mode, it is further determined whether the vehicle is in the steering driving mode, that is, whether the vehicle needs to steer during driving. If steering is required, while controlling the driving clutch 25 to lose power, the steering clutch 33 is also controlled to lose power. The driving force of the motor 10 can be transmitted to the steering output shaft 32 through the steering clutch 33 at the same time, so as to realize the rotation of the wheel 200 around the rotation axis A1 and the rotation axis at the same time. If no steering is required, the steering clutch 33 is powered on and the wheel 200 maintains its position.

[0077] Wherein, during the steering of the wheel 200, the vehicle control unit ECU collects the angle signal of the wheel 200 through the angle sensor 353. When the rotation angle of the wheel 200 does not reach the target rotation angle, the steering clutch 33 continues to lose power. When the rotation angle of the wheel 200 reaches the target rotation angle, the steering clutch 33 is powered on, and the driving force of the motor 10 cannot be transmitted to the steering output shaft 32, and the wheel 200 maintains its position.

[0078] In-situ steering mode.

[0079] In response to the vehicle being in the non-driving mode, it is further determined whether the vehicle needs to steer in place. If the vehicle is in the in-situ steering mode, the driving clutch 25 is powered on and the steering clutch 33 loses power at the same time. The motor 10 is disconnected from the driving transmission mechanism 20 and connected to the steering transmission mechanism 30. At this time, the wheel 200 stops rotating and cannot drive the vehicle forward. The motor 10 drives the steering output shaft 32 to rotate, so as to drive the wheel 200 to rotate around the steering axis A2.

[0080] Wherein, during the in-situ steering of the vehicle, the vehicle control unit ECU also collects the angle signal of the wheel 200 through the angle sensor 353. When the target rotation angle is reached, the steering clutch 33 is powered on, the driving force of the motor 10 cannot be transmitted to the steering output shaft 32, the steering output shaft 32 stops rotating, and the wheel 200 stops steering and maintains its position.

[0081] It can be understood that "a plurality of" in this disclosure means two or more, and other quantifiers are similar. "And / or" describes the association relationship of associated objects and indicates that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after. The singular forms of "a", "the" and "said" are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0082] It can be further understood that the terms "first", "second", etc. are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from each other, and do not indicate a specific order or importance. In fact, the expressions "first", "second", etc. can be used interchangeably. For example, without departing from the scope of the present disclosure, the first structure can also be referred to as the second structure, and similarly, the second structure can also be referred to as the first structure.

[0083] It can be further understood that the orientation or positional relationship indicated by the terms "center", "longitudinal L", "transverse", "front", "rear", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present embodiment and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation.

[0084] It can be further understood that unless otherwise specified, "connection" includes direct connection without other components between the two, and also includes indirect connection with other elements between the two.

[0085] It can be further understood that although the operations are described in a specific order in the drawings in the embodiments of the present disclosure, it should not be understood as requiring the operations to be performed in the specific order shown or in a serial order, or requiring all the operations shown to obtain the desired result. In a specific environment, multitasking and parallel processing may be advantageous.

[0086] Those skilled in the art will readily conceive of other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include known common knowledge or conventional technical means in the technical field not disclosed in the present disclosure. The specification and embodiments are only to be considered as exemplary, and the true scope and spirit of the present disclosure are pointed out by the following claims.

[0087] It should be understood that the present disclosure is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is only limited by the appended claims.

Claims

1. A single-motor in-wheel power module (100), characterized in that, Comprising: A motor (10), with a first motor output shaft (11) and a second motor output shaft (12) respectively arranged on both axial sides of the motor (10); A drive transmission mechanism (20), located on one axial side of the motor (10), including a drive clutch (25), and the drive clutch (25) is used to selectively transmit power from the first motor output shaft (11) to the drive transmission mechanism (20); And A steering transmission mechanism (30), located on the other axial side of the motor (10), including a steering clutch (33), and the steering clutch (33) is used to selectively transmit power from the second motor output shaft (12) to the drive transmission mechanism (20).

2. The single-motor in-wheel power module (100) according to claim 1, wherein, The drive transmission mechanism (20) further includes a drive input shaft (21), the drive input shaft (21) is in transmission connection with and coaxial with the first motor output shaft (11), and the drive clutch (25) is arranged between the first motor output shaft (11) and the drive input shaft (21) to connect or disconnect the first motor output shaft (11) and the drive input shaft (21); The steering transmission mechanism (30) further includes a steering input shaft (31), the steering input shaft (31) is in transmission connection with and coaxial with the second motor output shaft (12); the steering clutch (33) is arranged between the second motor output shaft (12) and the steering input shaft (31) to connect or disconnect the second motor output shaft (12) and the steering input shaft (31).

3. The single-motor in-wheel power module (100) according to claim 1, characterized in that, The first motor output shaft (11) and the second motor output shaft (12) are coaxial.

4. The single-motor in-wheel power module (100) according to claim 2, characterized in that, The drive transmission mechanism (20) further includes a drive output shaft (22), the drive output shaft (22) is used to be fixedly connected to a wheel and is coaxial with the drive input shaft (21).

5. The single-motor in-wheel power module (100) according to claim 4, characterized in that, The drive transmission mechanism (20) further includes a planetary reducer (26), the sun gear (261) of the planetary reducer (26) is torsionally connected to the drive input shaft (21), and the planet carrier (263) of the planetary reducer (26) is torsionally connected to the drive output shaft (22).

6. The single-motor in-wheel power module (100) according to claim 2, characterized in that, The steering transmission mechanism (30) further includes a worm and worm gear reducer (35) and a steering output shaft (32), the worm (351) of the worm and worm gear reducer (35) is the steering input shaft (31), the worm wheel (352) of the worm and worm gear reducer (35) is torsionally connected to the steering output shaft (32), and the steering output shaft (32) is used to be torsionally connected to a vehicle frame.

7. The single-motor in-wheel power module (100) according to claim 4, characterized in that, The drive transmission mechanism (20) further includes: A first housing (23), with a mounting hole (231) for connecting a ball pin (303) arranged below the first housing (23); A second housing (24), one axial end of the second housing (24) is fixedly connected to the first housing (23), and the other axial end of the second housing (24) is rotationally connected to the drive output shaft (22) through a hub bearing (27).

8. The single-motor in-wheel power module (100) according to claim 7, characterized in that, The in-wheel single-motor power module (100) further includes a braking mechanism (40), and the braking mechanism (40) includes: a brake disc (41) sleeved outside the drive output shaft (22); a caliper (42) fixed to the first housing or the second housing (24) and configured to clamp the brake disc (41).

9. A control method for the single-motor in-wheel power module (100) according to any one of claims 1 to 8, characterized in that, The method includes the following steps: Step 1: Determine whether the vehicle is in a driving mode; Step 2: In response to the vehicle being in a driving mode, control the motor to be powered on and control the drive clutch to close, and the first motor output shaft (11) of the motor (10) transmits power to the drive transmission mechanism (20) to drive the wheel to rotate about the rotation axis; Step 3: Determine whether the vehicle is in a steering driving mode; Step 4: In response to the vehicle being in a steering driving mode, control the steering clutch (33) to close, and the second motor output shaft (12) of the motor (10) transmits power to the steering transmission mechanism (30) to drive the wheel to rotate about the steering axis.

10. The control method of the in-wheel single-motor power module according to claim 9, wherein the drive clutch (25) and the steering clutch (33) are both electromagnetic clutches, wherein when the vehicle is in a driving mode, control the drive clutch (25) to lose power and the drive clutch (25) closes; when the vehicle is in a steering driving mode, control the steering clutch (33) to lose power and the steering clutch (33) closes.

11. The control method of the single-motor in-wheel power module according to claim 10, characterized in that, Step 2 further includes: In response to the vehicle being in a non-driving mode, determine whether the vehicle is in a spot-turning mode. In response to the vehicle being in a spot-turning mode, the motor is powered on, the drive clutch is powered on, the steering clutch loses power, and the motor drives the wheel to rotate about the steering axis.

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