Angle module driving assembly with power switching function

Abstract

The invention relates to an angle module driving assembly with a power switching function, which comprises a frame, a left power unit, a right power unit, a left wheel assembly, a right wheel assembly, a steering mechanism and a suspension mechanism, and is characterized in that the left power unit and the right power unit respectively transmit power to the corresponding left wheel assembly and the right wheel assembly through a left driving half shaft and a right driving half shaft; the left driving half shaft and the right driving half shaft are connected through a normally-open differential mechanism, and the normally-open differential mechanism is provided with a shifting mechanism used for closing or opening the normally-open differential mechanism. The left and right driving half shafts of the left and right power units are connected through the normally open differential mechanism, the left and right driving half shafts are used as the distributed drive under the normal condition, and when needed, the normally open differential mechanism is closed through the shifting mechanism to form a differential lock, and the function of the central drive axle comprising the differential mechanism is switched, so that the function of the central drive axle is achieved. And power switching is completed.

Description

Technical Field

[0001] The present invention relates to the field of vehicle drive technology, and more particularly to a corner module drive assembly with a power switching function. Background Art

[0002] Most existing wheel-drive systems utilize an unsprung wheel-end drive system, resulting in poor handling stability and ride comfort. These unsprung wheel-end drive systems also occupy significant wheel space, limiting tire steering space. Furthermore, each wheel-end drive system is independently powered. In situations such as wheel slip, this can lead to insufficient power to one side, preventing the vehicle from escaping. Summary of the Invention

[0003] The object of the present invention is to provide a corner module drive assembly with a power switching function to solve the above-mentioned problem.

[0004] The present invention adopts the following technical solutions: A corner module drive assembly with a power switching function includes a vehicle frame, a left power unit, a right power unit, a left wheel assembly, a right wheel assembly, a steering mechanism, and a suspension mechanism. The left and right power units transmit driving torque and / or regenerative braking torque to the corresponding left and right wheel assemblies through a left drive half-shaft and a right drive half-shaft, respectively. The left drive half-shaft and the right drive half-shaft are connected by a normally open differential. The normally open differential is provided with a toggle mechanism for closing or disconnecting the normally open differential. The toggle mechanism closes the normally open differential to form a differential lock. The left drive half-shaft and the right drive half-shaft are connected to share the driving power of the left and right power units. The toggle mechanism disconnects the normally open differential, and the driving power of the left drive half-shaft and the right drive half-shaft are independent of each other.

[0005] Furthermore, the normally open differential includes a differential case, a cross shaft arranged in the middle of the differential case, and a planetary gear arranged in the cross shaft. A fixed half-shaft gear is provided on one side of the cross shaft, and the fixed half-shaft gear is fixedly connected to the differential case as a whole and meshes with the planetary gear; a sliding half-shaft gear is movably provided on the other side of the cross shaft, and the fixed half-shaft gear is fixedly connected to the right driving half-shaft, and the sliding half-shaft gear is slidably connected to the left driving half-shaft, and is controlled by a toggle mechanism to push the sliding half-shaft gear to engage or disengage with the planetary gear.

[0006] Furthermore, the shifting mechanism includes a shifting cylinder, a shift fork and a sliding sleeve. The sliding sleeve can be slidably mounted on the left driving half-shaft. The sliding sleeve is fixedly connected to the sliding half-shaft gear as a whole. A shifting groove is provided on the outer wall of the sliding sleeve. One end of the shift fork is a C-shaped fork, and the C-shaped fork is inserted into the shifting groove. The other end of the shift fork is connected to the output shaft of the shift cylinder.

[0007] Preferably, the central gear hole on the sliding half-shaft gear for connecting with the left driving half-shaft is a D-type gear hole.

[0008] Furthermore, the left power unit and the right power unit are respectively integrated with their own drive motors and reducers, and are installed on the vehicle frame through brackets and bolts. The drive motors are six-phase motors.

[0009] Furthermore, when the vehicle body is a non-load-bearing body, the left and right power assemblies are arranged on the frame beam; when the vehicle body is a load-bearing body, the left and right power assemblies are arranged on the frame.

[0010] Furthermore, the steering mechanism includes a steering gear, a left steering swing arm, a right steering swing arm, a left steering tie rod, a right steering tie rod and a steering straight tie rod. The steering gear is connected to the left steering swing arm or the right steering swing arm to drive the left steering swing arm or the right steering swing arm to swing. The steering straight tie rod is connected between the left steering swing arm and the right steering swing arm. The two ends of the left steering tie rod are respectively connected to the left steering swing arm and the left wheel assembly, and the two ends of the right steering tie rod are respectively connected to the right steering swing arm and the right wheel assembly.

[0011] Furthermore, the steering gear is a left electro-hydraulic circulating ball steering gear, which integrates a motor and an ECU assembly. It is installed on the vehicle frame through a bracket and bolts, and is connected to the left steering swing arm to receive the torque signal of the steering wheel and control the swing of the left steering swing arm.

[0012] Furthermore, the steering gear is a left electro-hydraulic circulating ball steering gear and a right electro-hydraulic circulating ball steering gear, and the left electro-hydraulic circulating ball steering gear and the right electro-hydraulic circulating ball steering gear are integrated with their own motors and ECU assemblies; the left electro-hydraulic circulating ball steering gear and the right electro-hydraulic circulating ball steering gear are respectively connected to the left steering swing arm and the right steering swing arm, and the steering mechanism eliminates the steering straight pull rod, and the swing of the left steering swing arm and the right steering swing arm are respectively controlled by the left electro-hydraulic circulating ball steering gear and the right electro-hydraulic circulating ball steering gear.

[0013] From the above description of the structure of the present invention, it can be seen that compared with the prior art, the present invention has the following advantages: 1. The present invention is compatible with distributed drive and central drive axle functions. The left and right drive half-axles of the left and right power units are connected by a normally open differential. Under normal circumstances, they are used as distributed drive. When needed, the normally open differential is closed by a toggle mechanism to form a differential lock, switching to the central drive axle function including a differential to complete power switching.

[0014] 2. Based on the traditional steering rod, the present invention can further eliminate the steering straight rod and adopt left and right electro-hydraulic circulating ball steering gears to realize the steering decoupling control of the left and right wheels of the same axle; realizing the steering of a single wheel makes the vehicle control more possible, so as to achieve the vehicle's driving stability and reliability.

[0015] 3. The drive motor of the present invention uses a six-phase motor, and there are two sets of traditional three-phase motors arranged in parallel inside. When the vehicle uses the distributed drive axle function, when one set of three-phase motors inside a single side fails, the other set of three-phase motors can be used normally, which has a certain degree of safety redundancy.

[0016] 4. This power unit and steering gear assembly are both arranged on the vehicle frame. Compared with other wheel-side drive motors placed at the wheel end, this greatly reduces the unsprung mass, reduces the suspension dynamic deflection, and improves the vehicle's smoothness. At the same time, this solution uses air suspension, and the vehicle body has a lower vibration frequency. When the power unit and steering gear assembly are both arranged on the vehicle frame, the service life of the components can be extended. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a front view of embodiment 1 of the present invention.

[0018] Figure 2 This is a top view of embodiment 1 of the present invention.

[0019] Figure 3 Schematic diagram of the structure of a normally open differential according to an embodiment of the present invention.

[0020] Figure 4 This is a top view of embodiment 2 of the present invention.

[0021] Among them, the markings in the figure are: frame 10, left power unit 20, left drive half shaft 21, right power unit 30, right drive half shaft 31, left wheel assembly 40, right wheel assembly 50, steering mechanism 60, left electro-hydraulic circulating ball steering gear 61, right electro-hydraulic circulating ball steering gear 62, left steering swing arm 63, right steering swing arm 64, left steering rod 65, right steering rod 66, steering straight rod 67; suspension mechanism 70, normally open differential 80, differential case 81, cross shaft 82, planetary gear 83, fixed half shaft gear 84, sliding half shaft gear 85; shifting mechanism 90, cylinder 91, shift fork 92, sliding sleeve 93. DETAILED DESCRIPTION

[0022] The specific implementation of the embodiment of the present invention is described below with reference to the accompanying drawings.

[0023] Example 1 Reference Figure 1A corner module drive assembly with a power switching function includes a frame 10, a left power unit 20, a right power unit 30, a left wheel assembly 40, a right wheel assembly 50, a steering mechanism 60 and a suspension mechanism 70.

[0024] Reference Figures 1 to 2 The overall structure of the present invention adopts a distributed drive, with each wheel assembly corresponding to a power unit, and each power unit integrating a motor and a reducer. Taking a four-wheeled vehicle as an example, the four wheels are divided into left and right wheel assemblies, that is, the power units are divided into left and right power units (30, 40). The left and right power units (30, 40) transmit driving torque and / or regenerative braking torque to the corresponding left and right wheel assemblies (50, 60) through the left drive half-shaft 21 and the right drive half-shaft 31, respectively, thereby driving the vehicle. Preferably, the left power unit 20 and the right power unit 30 are respectively integrated with their own drive motors and reducers, and are mounted on the vehicle frame 10 via brackets and bolts. The drive motor is preferably a six-phase motor, which has a low bus voltage, large capacity, and safety redundancy. Two sets of traditional three-phase motors are arranged in parallel inside the six-phase motor. When the vehicle is used in a distributed drive axle function, if one set of three-phase motors inside a single motor fails, the other set of three-phase motors can be used normally, providing a certain degree of safety redundancy.

[0025] Reference Figures 1 to 2 The left drive half-shaft 21 and the right drive half-shaft 31 are connected via a normally open differential 80. The normally open differential 80 is provided with a toggle mechanism 90 for closing or opening the normally open differential 80. When the toggle mechanism 90 closes the normally open differential 80 to form a differential lock, the left drive half-shaft 21 and the right drive half-shaft 31 are connected and share the driving power of the left and right power units (30, 40). When the toggle mechanism 90 opens the normally open differential 80, the driving power of the left drive half-shaft 21 and the right drive half-shaft 31 are independent of each other.

[0026] Reference Figure 3 More specifically, the normally open differential 80 includes a differential case 81, a cross shaft 82 disposed in the center of the differential case 81, and planetary gears 83 disposed within the cross shaft 82. A fixed side gear 84 is provided on one side of the cross shaft 82. The fixed side gear 84 is fixedly connected to the differential case 81 and meshes with the planetary gears 83. A sliding side gear 85 is movably provided on the other side of the cross shaft 82. The fixed side gear 84 is fixedly connected to the right drive axle shaft 31, while the sliding side gear 85 is slidably connected to the left drive axle shaft 21. The sliding side gear 85 is controlled by a toggle mechanism 90 to engage or disengage the sliding side gear 85 with the planetary gear 83.

[0027] Reference Figure 3The shifting mechanism 90 includes a shifting cylinder 91, a shift fork 92, and a sliding sleeve 93. The sliding sleeve 93 is slidably mounted on the left drive axle shaft 21. The sliding sleeve 93 is fixedly connected to the sliding axle shaft gear 85 as a whole. A shifting groove is provided on the outer wall of the sliding sleeve 93. One end of the shift fork 92 is a C-shaped fork that is inserted into the shifting groove. The other end of the shift fork 92 is connected to the output shaft of the shifting cylinder 91. Preferably, the central gear hole on the sliding axle shaft gear 85 for connecting to the left drive axle shaft 21 is a D-shaped gear hole, and the central gear hole on the fixed axle shaft gear 84 for connecting to the right drive axle shaft 31 can also be a D-shaped gear hole. The width of the shift groove is greater than the thickness of the fork wall of the C-shaped fork of the shift fork 92. When the shift fork 92 shifts the sleeve 93 and the sliding half-shaft gear 85 engages with the planetary gear 83, the cylinder 91 can return a short distance so that both ends of the C-shaped fork will not contact the wall of the shift groove, thereby avoiding friction loss to the shift fork 92 when the sleeve 93 rotates.

[0028] The left and right power units (30, 40) of the present invention can realize a power switching function through a normally open differential 80 and a shifting mechanism 90. When there is insufficient power on one side, such as when one side of the vehicle slips, the cylinder 91 pushes the shift fork 92 in the positive direction, causing the sliding sleeve 93 to move toward the planetary gear 83, thereby causing the sliding half-shaft gear 85 to mesh with the planetary gear 83. The differential case 81 and the fixed half-shaft gear 84 are already connected together, ultimately forming a differential lock structure, so that the left and right wheels are rigidly connected together, and the driving power of the left and right power units (30, 40) is shared, so that the vehicle obtains driving power and thus escapes from a difficult situation. As a preferred embodiment, after the cylinder 91 of the present invention completes the shifting and the sliding half-shaft gear 85 meshes with the planetary gear 83, the cylinder 91 will return a short distance, which is a distance that prevents the side walls of the C-shaped fork of the shift fork 92 from contacting the groove wall of the shifting groove.

[0029] When the vehicle is out of trouble, the cylinder 91 pushes the shift fork 92 in the opposite direction, causing the sleeve 93 to move away from the planetary gear 83, thereby causing the sliding half-shaft gear 85 and the planetary gear 83 to disengage. Then, the cylinder 91 will return to its original position for a short distance to ensure that the side walls of the C-shaped fork of the shift fork 92 will not contact the walls of the shift slot, thereby restoring distributed drive.

[0030] Reference Figures 1 to 2The steering mechanism 60 of this embodiment includes a steering gear, a left steering swing arm 63, a right steering swing arm 64, a left steering tie rod 65, a right steering tie rod 66 and a steering straight tie rod 67. The steering gear is connected to the left steering swing arm 63 or the right steering swing arm 64, and is used to drive the left steering swing arm 63 or the right steering swing arm 64 to swing. The steering straight tie rod 67 is connected between the left steering swing arm 63 and the right steering swing arm 64. The two ends of the left steering tie rod 65 are respectively connected to the left steering swing arm 63 and the left wheel assembly 40, and the two ends of the right steering tie rod 66 are respectively connected to the right steering swing arm 64 and the right wheel assembly 50.

[0031] Preferably, the steering gear of this embodiment is a left electro-hydraulic circulating ball steering gear 61, which is integrated with a motor and an ECU assembly. The left electro-hydraulic circulating ball steering gear 61 is mounted on the vehicle frame 10 through a bracket and bolts, and is connected to a left steering swing arm 63 for receiving a torque signal from the steering wheel. The integrated motor is used as a power source, and the left steering swing arm 63 is controlled to swing by a reducer built into the steering gear. The left steering swing arm 63 synchronously drives the left and right steering swing arms (63, 64) and the left and right steering tie rods (65, 66) through a steering straight rod 67 to drive the wheel assembly to steer.

[0032] Reference Figure 1 The structure of the suspension mechanism 70 of the present invention is essentially the same as that of existing wheel-driven suspension mechanisms 70, including shock absorbers, upper and lower rocker arms, and a shock-absorbing airbag assembly. The specific connection structure and operating principle are not detailed here. An air suspension with a shock-absorbing airbag assembly is preferred, as it allows for autonomous adjustment of vehicle height and shock absorber damping, reducing system vibration frequency and improving vehicle stability and comfort.

[0033] The present invention can also be arranged slightly differently according to different vehicle models. For example, in a non-load-bearing vehicle body, the left and right power units (30, 40) and the steering gear are placed on the frame 10 beam; when it is a load-bearing vehicle body, the power unit and the electro-hydraulic steering gear are placed on the vehicle body\frame 10.

[0034] Example 2 Reference Figure 4This embodiment has essentially the same structure as the first embodiment and will not be further described here. The differences are that the steering gears of this embodiment comprise a left electro-hydraulic recirculating ball steering gear 61 and a right electro-hydraulic recirculating ball steering gear 62, each of which integrates its own motor and ECU assembly. The left electro-hydraulic recirculating ball steering gear 61 and the right electro-hydraulic recirculating ball steering gear 62 are connected to a left steering swing arm 63 and a right steering swing arm 64, respectively. The steering mechanism 60 eliminates the steering pull rod 67. The left electro-hydraulic recirculating ball steering gear 61 and the right electro-hydraulic recirculating ball steering gear 62 control the swing motion of the left steering swing arm 63 and the right steering swing arm 64, respectively, achieving decoupled steering control of the left and right wheels on the same axle. A power module integrating steering, braking, and drive functions further enables the steering, braking, and drive functions of individual wheels, providing greater control possibilities for the vehicle and ensuring driving stability and reliability.

[0035] The above is only a specific implementation of the present invention, but the design concept of the present invention is not limited to this. Any non-substantial changes to the present invention using this concept shall be deemed as an infringement of the protection scope of the present invention.

Claims

1. A corner module drive assembly with power switching function, characterized by: The vehicle comprises a frame, a left power unit, a right power unit, a left wheel assembly, a right wheel assembly, a steering mechanism and a suspension mechanism. The left and right power units transmit driving torque and / or regenerative braking torque to the corresponding left and right wheel assemblies through a left drive half-shaft and a right drive half-shaft respectively. The left drive half-shaft and the right drive half-shaft are connected by a normally open differential. The normally open differential is provided with a toggle mechanism for closing or disconnecting the normally open differential. The toggle mechanism closes the normally open differential to form a differential lock. The left drive half-shaft and the right drive half-shaft are connected to share the driving power of the left and right power units. The toggle mechanism disconnects the normally open differential, and the driving power of the left drive half-shaft and the right drive half-shaft are independent of each other.

2. The corner module drive assembly with power switching function according to claim 1, characterized in that: The normally open differential includes a differential case, a cross shaft arranged in the middle of the differential case, and a planetary gear arranged in the cross shaft. A fixed half-shaft gear is provided on one side of the cross shaft, which is fixedly connected to the differential case as a whole and meshes with the planetary gear; a sliding half-shaft gear is movably provided on the other side of the cross shaft, the fixed half-shaft gear is fixedly connected to the right driving half-shaft, and the sliding half-shaft gear is slidably connected to the left driving half-shaft, and is controlled by a toggle mechanism to push the sliding half-shaft gear to engage or disengage with the planetary gear.

3. The corner module drive assembly with power switching function according to claim 2, characterized in that: The shifting mechanism includes a shifting cylinder, a shift fork and a sliding sleeve. The sliding sleeve is slidably mounted on the left driving half-shaft. The sliding sleeve is fixedly connected to the sliding half-shaft gear as a whole. A shifting groove is provided on the outer wall of the sliding sleeve. One end of the shift fork is a C-shaped fork, which is inserted into the shifting groove. The other end of the shift fork is connected to the output shaft of the shift cylinder.

4. The corner module drive assembly with power switching function according to claim 2, characterized in that: The central gear hole on the sliding half-shaft gear used for connecting with the left driving half-shaft is a D-shaped gear hole.

5. The corner module drive assembly with power switching function according to claim 1, characterized in that: The left power unit and the right power unit are respectively integrated with their own drive motors and reducers, and are installed on the frame through brackets and bolts. The drive motors are six-phase motors.

6. The corner module drive assembly with power switching function according to claim 5, characterized in that: When the vehicle body is a non-load-bearing body, the left and right power assemblies are arranged on the beam of the frame. When the vehicle body is a load-bearing body, the left and right power assemblies are arranged on the frame.

7. The corner module drive assembly with power switching function according to claim 1, characterized in that: The steering mechanism includes a steering gear, a left steering swing arm, a right steering swing arm, a left steering tie rod, a right steering tie rod and a steering straight tie rod. The steering gear is connected to the left steering swing arm or the right steering swing arm and is used to drive the left steering swing arm or the right steering swing arm to swing. The steering straight tie rod is connected between the left steering swing arm and the right steering swing arm. The two ends of the left steering tie rod are respectively connected to the left steering swing arm and the left wheel assembly, and the two ends of the right steering tie rod are respectively connected to the right steering swing arm and the right wheel assembly.

8. The corner module drive assembly with power switching function according to claim 7, characterized in that: The steering gear is a left electro-hydraulic circulating ball steering gear, which integrates a motor and an ECU assembly. It is installed on the vehicle frame through a bracket and bolts, and is connected to the left steering swing arm to receive the torque signal of the steering wheel and control the swing of the left steering swing arm.

9. The corner module drive assembly with power switching function according to claim 7, characterized in that: The steering gears are a left electro-hydraulic circulating ball steering gear and a right electro-hydraulic circulating ball steering gear, each of which is integrated with its own motor and ECU assembly; the left electro-hydraulic circulating ball steering gear and the right electro-hydraulic circulating ball steering gear are respectively connected to the left steering swing arm and the right steering swing arm, and the steering mechanism eliminates the steering straight pull rod, and the swing of the left steering swing arm and the right steering swing arm are respectively controlled by the left electro-hydraulic circulating ball steering gear and the right electro-hydraulic circulating ball steering gear.

Images