Corner module device of vehicle, corner module assembly of vehicle and vehicle

Abstract

The invention discloses a vehicle corner module device, a vehicle corner module assembly and a vehicle, and relates to the technical field of vehicles. The steering driver comprises a driving part, a transmission mechanism and a locking mechanism, the transmission mechanism is in transmission connection with the driving part, the steering knuckle is suitable for being connected with a wheel assembly of the vehicle, the transmission mechanism is in transmission connection with the steering knuckle, and the steering driver can drive the steering knuckle to drive the wheel assembly to steer. Therefore, the transmission mechanism can be driven to act through the driving piece of the steering driver so as to drive the steering knuckle to rotate, so that the wheel assembly can be driven to steer, a traditional pull rod type steering mechanism can be omitted, no mechanical connection exists between the steering wheel and the wheel assembly, and then the position adjusting range of the steering wheel can be enlarged; in addition, the multiple steering drivers are arranged in one-to-one correspondence with the multiple wheel assemblies, the four-wheel steering function can be achieved, and the steering flexibility and the running stability of the vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to an angle module device of a vehicle, an angle module assembly of a vehicle and a vehicle. BACKGROUND

[0002] In the related art, the steering wheel and the wheels of a vehicle are mechanically connected through a pull rod type steering mechanism, and the driver rotates the steering wheel to drive the pull rod type steering mechanism to act, so as to pull the wheels to steer through the steering cross pull rod, so as to realize the steering function of the vehicle. However, the traditional pull rod type steering mechanism mechanically connects the steering wheel and the wheels, which limits the position adjustment range of the steering wheel, reduces the user's driving experience, and the traditional pull rod type steering mechanism is difficult to realize four-wheel steering, which limits the steering flexibility and driving stability of the vehicle. SUMMARY

[0003] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present application is to provide an angle module device of a vehicle, which can cancel the traditional pull rod type steering mechanism, so that there is no mechanical connection between the steering wheel and the wheel assembly, thereby increasing the position adjustment range of the steering wheel, and realizing the four-wheel steering function, which is beneficial to improve the steering flexibility and driving stability of the vehicle.

[0004] The present application further provides an angle module assembly of a vehicle.

[0005] The present application further provides a vehicle.

[0006] According to the angle module device of the vehicle of the present application, the steering drive includes a driving member, a transmission mechanism and a locking mechanism, the transmission mechanism is in transmission connection with the driving member, the transmission mechanism includes a plurality of transmission assemblies, the plurality of transmission assemblies are in sequential transmission connection, and two transmission assemblies directly in transmission connection are configured as a group of speed reduction groups, and the locking mechanism can lock or unlock the driving member or the transmission mechanism; the steering knuckle is adapted to be connected with the wheel assembly of the vehicle, the transmission mechanism is in transmission connection with the steering knuckle, and the steering drive can drive the steering knuckle to drive the wheel assembly to steer.

[0007] According to the angle module device of the vehicle of the present application, the driving member of the steering drive can drive the transmission mechanism to act, so as to drive the steering knuckle to rotate, thereby driving the wheel assembly to steer, which can cancel the traditional pull rod type steering mechanism, so that there is no mechanical connection between the steering wheel and the wheel assembly, thereby increasing the position adjustment range of the steering wheel, improving the user's driving experience, and by arranging a plurality of steering drives corresponding to a plurality of wheel assemblies, the four-wheel steering function can be realized, which is beneficial to improve the steering flexibility and driving stability of the vehicle.

[0008] In some examples of the present invention, the locking mechanism includes: a locking member and a mating member, the mating member being disposed on the transmission mechanism or the driving member, the locking member being capable of locking the mating member by locking it with the mating member, and the locking member being capable of unlocking the mating member.

[0009] In some examples of the present invention, the deceleration group is multiple groups, at least one group of the two transmission components of the deceleration group is arranged along a first direction, at least one group of the two transmission components of the deceleration group is arranged along a second direction, and the first direction intersects the second direction.

[0010] In some examples of the present invention, the steering drive further includes: a housing and a plug, the housing defining a receiving space and forming a communication hole communicating with the receiving space, at least one of the transmission components being received in the receiving space and including a drive shaft, the communication hole corresponding to the drive shaft, and the plug being detachably disposed on the housing and covering the communication hole.

[0011] In some examples of the present invention, the steering drive further includes: a first angle sensor and a controller, wherein the first angle sensor is disposed on the transmission mechanism, and the first angle sensor and the drive component are both communicatively connected to the controller.

[0012] In some examples of the present invention, the steering knuckle includes: a steering knuckle body, a first limiting member, and a second limiting member. The steering knuckle body is adapted to be connected to the wheel assembly. The first limiting member and the second limiting member are both disposed on the steering knuckle body. The first limiting member and the second limiting member are arranged around the pivot of the steering knuckle and distributed on both sides of the mating limiting member of the mounting bracket of the corner module device. The first limiting member and the second limiting member are both adapted to be limited and mated with the mating limiting member.

[0013] In some examples of the present invention, the steering knuckle includes: a steering knuckle body and a mating member, the steering knuckle body being adapted to be connected to the wheel assembly, and a mounting hole being formed at one end of the steering knuckle body along the rotation axis direction of the steering knuckle, the mounting hole being adapted to the mating member, the mating member being assembled in the mounting hole and connected to the steering knuckle body, and the mating member being drively connected to the transmission mechanism.

[0014] In some examples of the present invention, the corner module device of the vehicle further includes: an upper control arm structure and a lower control arm structure, along a third direction, at least a portion of the upper control arm structure and the lower control arm structure are located on the same side of the steering knuckle, the lower control arm structure and the upper control arm structure are arranged along the rotation axis direction of the steering knuckle, and the lower control arm structure is hinged to the steering knuckle; The upper control arm structure includes a mounting bracket, a first control arm, and a second control arm. The first control arm and the second control arm are spaced apart along a fourth direction and are both adapted to be connected to the vehicle frame. The first control arm and the second control arm are both hinged to the mounting bracket. The steering drive is fixed to the mounting bracket and is drively connected to the steering knuckle to drive the steering knuckle to steer the wheel assembly. The third direction, the fourth direction, and the rotation axis direction of the steering knuckle intersect each other.

[0015] In some examples of the present invention, the steering knuckle and the mounting bracket are spaced apart along the rotation axis direction of the steering knuckle, and the distance between them is L, satisfying the relationship: 2mm≤L≤15mm.

[0016] According to the present invention, a vehicle corner module assembly includes the aforementioned vehicle corner module device, wherein there are multiple corner module devices, including: a corner module device located at the front left, a corner module device located at the rear left, a corner module device located at the front right, and a corner module device located at the rear right. The corner module device located at the front left and the corner module device located at the rear right have the same structure, and the corner module device located at the rear left and the corner module device located at the front right have the same structure.

[0017] The vehicle according to the present invention includes the corner module device of the vehicle described above, or includes the corner module assembly of the vehicle described above.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of a steering drive according to an embodiment of the present invention; Figure 2 This is an exploded view of a steering drive according to an embodiment of the present invention; Figure 3 This is a partial structural schematic diagram of the steering drive according to an embodiment of the present invention; Figure 4 yes Figure 3 An enlarged view at point A; Figure 5 yes Figure 4 An enlarged view at point B; Figure 6 This is a cross-sectional schematic diagram of the locking member according to an embodiment of the present invention; Figure 7This is another schematic diagram of a steering drive according to an embodiment of the present invention; Figure 8 This is a partial structural schematic diagram of the steering drive according to an embodiment of the present invention; Figure 9 This is a schematic diagram of a transmission assembly according to an embodiment of the present invention; Figure 10 yes Figure 9 Enlarged view at point C; Figure 11 This is a schematic diagram of a steering drive according to an embodiment of the present invention (the plug is omitted). Figure 12 This is a schematic diagram of a steering drive according to an embodiment of the present invention (housing omitted). Figure 13 This is a cross-sectional view of the fit between the plug and the housing according to an embodiment of the present invention; Figure 14 This is an exploded view of a steering drive according to an embodiment of the present invention; Figure 15 This is a schematic diagram of another angle of the steering drive according to an embodiment of the present invention; Figure 16 yes Figure 15 Enlarged diagram at point D; Figure 17 yes Figure 15 An enlarged view at point E; Figure 18 This is an exploded schematic diagram of a first angle sensor according to an embodiment of the present invention; Figure 19 This is a schematic diagram of a corner module device according to an embodiment of the present invention; Figure 20 This is a cross-sectional view of a corner module device according to an embodiment of the present invention; Figure 21 This is a schematic diagram of a steering knuckle according to an embodiment of the present invention; Figure 22 This is a schematic diagram of the mating parts according to an embodiment of the present invention; Figure 23 This is a partial schematic diagram of a corner module device according to an embodiment of the present invention; Figure 24 This is a partial schematic diagram of another angle of the corner module device according to an embodiment of the present invention; Figure 25 This is a top view of the steering knuckles and mating limiting members corresponding to the four wheels according to an embodiment of the present invention; Figure 26 This is a schematic diagram of the connection between the corner module device and the wheel assembly according to an embodiment of the present invention; Figure 27This is a schematic diagram of a partial structure of the corner module device according to an embodiment of the present invention. Figure 28 This is a schematic diagram of a corner module assembly according to an embodiment of the present invention.

[0020] Figure label: Corner module device 100; First corner module device 110; Second corner module device 120; Steering drive 10; Drive component 11; controller 12; cover 13; wiring harness 14; plug 15; first snap-fit ​​part 151; groove part 152; seal 16; fastener 17; first sub-fastener 171; second sub-fastener 172; Transmission mechanism 2; transmission assembly 71; transmission shaft 711; mating end 7111; mating surface 7112; Head-end transmission assembly 72; worm gear 721; First intermediate transmission assembly 73; worm gear 731; first transmission shaft 732; first gear 733; Second intermediate transmission assembly 74; second gear 741; second transmission shaft 742; third gear 743; End drive assembly 75; fourth gear 751; output component 22; Locking component 3; lock cylinder 31; guide surface 311; outer shell 32; first coil 33; elastic component 34; first receiving space 35; mating locking component 4; mating body 41; mating teeth 42; locking space 43; Housing 5; First housing 51; Open end 511; Second housing 52; Second receiving space 53; Third receiving space 54; First slot 55; Second slot 56; Mounting through hole 57; Second limiting part 58; Receiving space 591; Connecting hole 592; Second snap-fit ​​part 5921; First angle sensor 6; rotor 61; sensor housing 62; first limiting part 621; sensor body 622; sensor cover 623; mounting space 624; signal processing component 63; second coil 631; signal processor 632; Reduction gear 76; First mating gear 77; First external gear 771; First internal gear 772; Second mating gear 78; Second external gear 781; Steering knuckle 20; Steering knuckle body 201; First limiting member 2011; Second limiting member 2012; Steering knuckle main body 2013; First connecting part 2014; Second connecting part 2015; Mating part 202; First mating body 2021; Second mating body 2022; Assembly hole 2023; Mating hole 2024; Wheel assembly 30; Wheel hub 301; Upper control arm structure 40; mounting bracket 401; bracket body 4011; mating limiting component 4012; first control arm 402; second control arm 403; Lower control arm structure 50; hub motor assembly 60; brake disc 70; brake caliper 80; pipeline 90; shock absorber 91. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0022] The following is for reference. Figures 1-28 An angle module device 100 for a vehicle and a vehicle having the same are described according to an embodiment of the present invention. The angle module device 100 includes a steering drive 10 and a steering knuckle 20.

[0023] like Figures 1-3 As shown, the steering drive 10 according to an embodiment of the present invention includes: a drive member 11, a transmission mechanism 2, and a locking mechanism. The transmission mechanism 2 is connected to the drive member 11 in a transmission manner. The transmission mechanism 2 includes: a plurality of transmission components 71. The plurality of transmission components 71 are connected in a transmission manner in sequence, and two transmission components 71 that are directly connected in a transmission manner are configured as a set of reduction groups 76. The transmission ratio of the reduction group 76 is greater than 1.

[0024] The drive component 11 can be configured as a motor, and the transmission mechanism 2 can be configured as a multi-stage reduction mechanism. The high speed and low torque transmitted from the drive component 11 to the transmission mechanism 2 can be converted into low speed and high torque through the multi-stage reduction mechanism. The transmission mechanism 2 can then transmit the low speed and high torque to the wheels to make the wheels turn.

[0025] The steering actuator 10 can be used to respond to the driver's steering needs. When the driver needs to steer the vehicle, the driver can turn the vehicle steering wheel. The steering wheel can be connected to a sensor. The sensor can sense the rotation angle and direction of the steering wheel and transmit the rotation angle and direction information of the steering wheel to the controller 12 in the form of a steering electrical signal. The controller 12 can receive and parse the steering electrical signal and control the drive unit 11 to work, so as to drive the steering actuator 10 to move. The steering actuator 10 can drive the wheels to turn, so as to achieve the effect of vehicle steering.

[0026] The transmission mechanism 2 and the drive component 11 can be connected by means of transmission, but not limited to direct connection, coupling connection, gear pair connection, etc. The high speed and low torque transmitted from the drive component 11 to the transmission mechanism 2 can be converted into low speed and high torque in the transmission mechanism 2. The transmission mechanism 2 can transmit the low speed and high torque to the wheel so that the wheel can turn.

[0027] The transmission mechanism 2 includes multiple transmission components 71, which are connected in sequence. Among the multiple transmission components 71, one end of the transmission component 71 along the power transmission path can be configured as an input transmission component 71. The input transmission component 71 is connected in transmission to the output end of the drive member 11, and the drive member 11 can transmit power to the transmission mechanism 2 through the input transmission component 71.

[0028] In a plurality of transmission components 71, two transmission components 71 directly connected together constitute a reduction gear group 76. Multiple transmission components 71 can form multiple reduction gear groups 76; for example, four transmission components 71 connected sequentially can form three reduction gear groups 76. Each reduction gear group 76 can convert high speed and low torque into relatively low speed and high torque. As some embodiments of this application, the number of reduction gear groups 76 can be two, three, four, etc.

[0029] The locking mechanism can lock and unlock the drive component 11 or the transmission mechanism 2. When the drive component 11 or the transmission mechanism 2 is locked, the entire steering drive 10 is locked, thereby locking the direction of travel of the wheel assembly 30 so that the wheel assembly 30 does not turn and can travel in the original direction (e.g., straight direction). In short, when the vehicle does not need to turn, locking the drive component 11 or the transmission mechanism 2 by the locking mechanism can prevent the wheel assembly 30 from turning. Therefore, it is not necessary to follow the feedback of the road surface to the wheel assembly 30 in real time and control the direction of travel of the wheel assembly 30 through the controller 12, so as to improve the convenience and stability of controlling the direction of travel of the wheel assembly 30. In addition, this setting has low control difficulty, saves energy, and improves the reliability of the steering drive 10.

[0030] Similarly, when unlocked, the entire steering drive 10 is unlocked, which in turn allows the wheel assembly 30 to be steered to change the direction of the vehicle.

[0031] By locking and unlocking the drive component 11 or the transmission mechanism 2 through the locking mechanism, the direction of travel of the wheel is locked so that the wheel does not turn and can travel in the original direction, thereby improving the convenience and stability of controlling the direction of travel of the wheel. In addition, this setting can also reduce the difficulty of control and save energy. Furthermore, by constructing the two transmission components 71 directly connected to each other as a set of reduction gears 76, an excellent deceleration and torque amplification effect can be achieved, enabling the steering drive 10 to reliably drive the wheel to turn and improving the reliability of the steering drive 10.

[0032] The steering knuckle 20 can be driven between the steering drive 10 and the wheel assembly 30. Specifically, the steering knuckle 20 can be driven between the transmission mechanism 2 of the steering drive 10 and the wheel assembly 30. The wheel assembly 30 can be connected to the steering knuckle 20 through the wheel hub 301. The transmission mechanism 2 can include an output member 22. Along the rotation axis direction of the steering knuckle 20, one end of the steering knuckle 20 can be driven to the output member 22, and the other end of the steering knuckle 20 can be driven to the wheel assembly 30. The drive member 11 can drive the output member 22 to rotate, thereby driving the steering knuckle 20 to move, and in turn driving the wheel assembly 30 to rotate, so as to achieve the effect of wheel steering.

[0033] Therefore, this application can drive the transmission mechanism 2 to rotate through the drive component 11 of the steering drive 10, thereby driving the steering knuckle 20 to rotate, which in turn drives the wheel assembly 30 to turn. This eliminates the need for a traditional tie rod steering mechanism, eliminating the mechanical connection between the steering wheel and the wheel assembly 30. This increases the range of steering wheel position adjustment, improves the user's driving experience, and by arranging multiple steering drives 10 corresponding to multiple wheel assemblies 30 one-to-one, four-wheel steering function can be achieved, which helps to improve the vehicle's steering flexibility and driving stability.

[0034] In some embodiments of the present invention, such as Figures 1-3 As shown, the locking mechanism includes: a locking member 3 and a cooperating locking member 4. The cooperating locking member 4 is disposed on the transmission mechanism 2 or the driving member 11. The locking member 3 can lock the cooperating locking member 4 in a locking engagement, and the locking member 3 can unlock the cooperating locking member 4.

[0035] The locking element 4 can be constructed as a gear, worm gear 721, etc. The locking element 4 is located on the transmission mechanism 2 or the drive component 11. As some embodiments of this application, the locking element 4 can be fixedly connected to the transmission mechanism 2 or the drive component 11. The locking element 4 can be welded, snap-fitted, screwed, etc., to the transmission mechanism 2 or the drive component 11. The following description uses a gear as an example of the locking element 4. The locking element 3 can lock into the locking element 4. The locking element 3 can include a retractable stop. The controller 12 can control the stop to extend between two adjacent teeth of the locking element 4 (gear) to prevent the locking element 4 (gear) from rotating, thereby locking the locking element 4. Since the locking element 4 is fixedly connected to the transmission mechanism 2 or the drive component 11, the transmission mechanism 2 or the drive component 11 is simultaneously locked, the entire steering drive 10 is locked, and thus the travel direction of the wheel assembly 30 is locked. This allows the wheel assembly 30 to travel in its original direction (e.g., straight direction) without turning. In short, when the vehicle does not require turning, the locking mechanism 4 can prevent the wheel assembly 30 from turning. This eliminates the need for real-time feedback from the road surface to the wheel assembly 30 and control of the wheel assembly 30's direction of travel via the controller 12, as is required in related technologies. This improves the convenience and stability of controlling the wheel assembly 30's direction of travel. Furthermore, this setup is easier to control, saves energy, and enhances the reliability of the steering drive 10.

[0036] Similarly, when it is necessary to unlock the locking member 4, the stop member can be moved out of the space between two adjacent teeth of the locking member 4 (gear) by the controller 12. That is to say, the stop member no longer restricts the rotation of the locking member 4, and then the wheel assembly 30 can be turned by the controller 12 to change the direction of the vehicle.

[0037] In the above embodiment, the locking member 3 locks the cooperating locking member 4 to lock the transmission mechanism 2 or drive member 11 that is fixed to the cooperating locking member 4, thereby locking the travel direction of the wheel assembly 30 so that the wheel assembly 30 does not turn and can travel in the original direction, thereby improving the convenience and stability of controlling the travel direction of the wheel assembly 30. In addition, this setting can also achieve the effects of reducing control difficulty and saving energy.

[0038] In some embodiments of this application, such as Figure 4 and Figure 5 As shown, the locking member 4 includes: a locking body 41 and multiple locking teeth 42. The multiple locking teeth 42 are all connected to the locking body 41. The multiple locking teeth 42 are arranged at intervals and around each other. The locking member 3 includes: a lock cylinder 31. The lock cylinder 31 can extend into any two locking teeth 42 to lock the locking member 4, and the lock cylinder 31 can move out from between two locking teeth 42 to unlock the locking member 4.

[0039] The mating body 41 can be constructed as a disc-shaped structure, with multiple mating teeth 42 arranged circumferentially around the mating body 41. Each of the multiple mating teeth 42 can be connected to the mating body 41. The multiple mating teeth 42 can be evenly spaced. Among the multiple evenly spaced mating teeth 42, any two adjacent mating teeth 42 can define a locking space 43. The multiple mating teeth 42 can define multiple locking spaces 43. The lock cylinder 31 can extend into the locking space 43 between two mating teeth 42 to lock the mating locking member 4, lock the transmission mechanism 2 or the driving member 11, and thus lock the traveling direction of the wheel assembly 30 so that the wheel assembly 30 does not turn and can travel in the original direction (e.g., straight direction), thereby achieving the effect of controlling the traveling direction of the wheel assembly 30. This setting makes locking and unlocking smooth and quick, with good locking effect and low failure rate. Correspondingly, the lock cylinder 31 can move out between the two mating teeth 42 to unlock the mating locking member 4. When it is necessary to unlock the mating locking member 4, the stop can be moved out of the space between two adjacent teeth of the mating locking member 4 by the controller 12. That is to say, the stop no longer restricts the rotation of the mating locking member 4, and then the wheel assembly 30 can be turned by the controller 12 to change the direction of the vehicle.

[0040] In some embodiments of this application, such as Figure 3 and Figure 6 As shown, the steering drive 10 also includes a controller 12, and the locking member 3 also includes a housing 32, a first coil 33, and an elastic member 34. The housing 32 defines a first receiving space 35. At least a portion of the lock cylinder 31, the first coil 33, and the elastic member 34 are all received in the first receiving space 35. The elastic member 34 is connected to the lock cylinder 31. The controller 12 is communicatively connected to the locking member 3 and can energize the first coil 33 to drive the elastic member 34 to move, so that the lock cylinder 31 locks or unlocks the locking member 4.

[0041] The outer casing 32 defines a first receiving space 35, in which at least a portion of the lock cylinder 31, the first coil 33, and the elastic element 34 can be received. The elastic element 34 can be constructed as a spring (e.g., a coil spring), and can have two opposing ends. One end of the elastic element 34 can be connected to the bottom wall or side wall of the first receiving space 35 (e.g., by welding, snap-fitting, etc.), and the other end of the elastic element 34 can be connected to the end of the lock cylinder 31 near the elastic element 34 (e.g., by welding, snap-fitting, etc.).

[0042] The first coil 33 can be wrapped around the outside of the elastic member 34. The first coil 33 can be energized. The controller 12 can be communicatively connected to the locking member 3 (e.g., wireless communication or electrical connection via wire). As some embodiments of this application, the controller 12 can be electrically connected to the locking member 3 via the wiring harness 14.

[0043] The locking element 3 can be normally closed; when there is no low-voltage electrical signal, the lock cylinder 31 does not extend into the locking space 43. The controller 12 can energize the first coil 33. When the first coil 33 is energized, the magnetic force generated by the first coil 33 can stretch the elastic element 34, causing the elastic element 34 to push the lock cylinder 31 towards the mating locking element 4, until the mating locking element 4 extends into any locking space 43 to lock the mating locking element 4. Similarly, the controller 12 can de-energize the first coil 33. When the first coil 33 is not energized, the elastic element 34 retracts, pulling the lock cylinder 31 out from the corresponding locking space 43, thereby unlocking the mating locking element 4 so that the steering drive 10 can drive the wheel assembly 30 to steer.

[0044] As another embodiment of this application, the locking member 3 can be in a normally open mode. When there is no low voltage electrical signal, the lock cylinder 31 extends into the locking space 43. When it is necessary to unlock the locking member 4, the controller 12 can energize the first coil 33. When the first coil 33 is energized, the elastic member 34 retracts to pull the lock cylinder 31 out from the corresponding locking space 43, thereby achieving the effect of unlocking the locking member 4, so that the steering drive 10 can drive the wheel assembly 30 to steer.

[0045] In some embodiments of this application, such as Figure 5 and Figure 6 As shown, from the end of the lock cylinder 31 near the elastic member 34 to the end away from the elastic member 34, at least a portion of the diameter of the end of the lock cylinder 31 away from the elastic member 34 gradually decreases to form a guide surface 311.

[0046] The lock cylinder 31 can be constructed as a columnar structure. Along the axial direction of the lock cylinder 31, and from the end of the lock cylinder 31 near the elastic member 34 to the end away from the elastic member 34, at least a portion of the diameter of the end of the lock cylinder 31 away from the elastic member 34 can gradually decrease to form a guide surface 311. By providing the guide surface 311, the lock cylinder 31 can be easily inserted into the locking space 43, thereby improving the response speed when locking and engaging the locking member 4, and thus improving the reliability of the steering drive 10.

[0047] In some embodiments of this application, such as Figure 3 As shown, the transmission mechanism 2 is constructed as a reduction mechanism and includes: multiple transmission components 71, which are sequentially connected and driven along the power transmission path. One end of the transmission component 71 is connected to the drive member 11, and a locking member 4 is provided on any transmission component 71.

[0048] The number of transmission components 71 can be two, three, four, etc. Multiple transmission components 71 can be constructed as gears, worm gears 721, or worm wheels 731, etc. Transmission components 71 can also be constructed as a structure with a transmission gear mounted on a gear shaft. Multiple transmission components 71 can be sequentially connected to form a power transmission path. Along the power transmission path of the transmission mechanism 2, the transmission component 71 corresponding to the power input end of the transmission mechanism 2 can be connected to the driving member 11. The driving member 11 can transmit power to the transmission component 71 corresponding to the power input end. The transmission component 71 corresponding to the power output end of the transmission mechanism 2 includes an output member 22. A locking member 4 can be provided on any transmission component 71. As some embodiments of this application, the locking member 4 can be fixedly connected to any transmission component 71. It can be reasonably set according to actual needs to improve the design flexibility of the transmission mechanism 2. Furthermore, by fixing the locking member 4 to any transmission component 71, it is convenient to install the locking member 4.

[0049] In some embodiments of this application, such as Figure 3 As shown, the transmission assembly 71 that cooperates with the locking member 4 includes a worm gear 721, with the driving member 11 and the locking member 4 located at both ends of the worm gear 721 and directly connected to it.

[0050] The transmission component 71 that cooperates with the locking member 4 includes a worm gear 721. As some embodiments of this application, the transmission component 71 corresponding to the power input end of the transmission mechanism 2 may include a worm gear 721. The worm 721 can have two opposing ends. The driving member 11 and the locking member 4 can be respectively located at both ends of the worm 721 and are directly connected to the worm 721. This arrangement is reasonable, allowing the driving member 11 to transmit power to the worm 721 from one end. When the locking member 3 does not lock the locking member 4, neither the locking member 4 nor the driving member 11 will hinder the rotation of the worm 721 to transmit power. Furthermore, the worm 721 has a large engagement position, which can be set according to the actual situation to make the spatial position of the worm 721 and the next transmission component 71 more reasonable, which is conducive to improving design flexibility and space utilization. In addition, by making the transmission component 71 that engages with the locking member 4 include the worm 721, and by having the driving member 11 and the locking member 4 respectively located at both ends of the rod, the assembly of the driving member 11, the locking member 4, and the worm 721 is convenient.

[0051] In some embodiments of this application, such as Figure 2 and Figure 3As shown, the steering drive 10 further includes a housing 5, which includes a first housing 51 and a second housing 51. The first housing 51 is connected to the second housing 51 and defines a second receiving space 53. The second housing 51 defines a third receiving space 54 that communicates with the second receiving space 53. The transmission assembly 71 that cooperates with the locking member 4 includes a worm gear 721. At least a portion of the worm gear 721 and at least a portion of the locking member 4 are received in the second receiving space 53, and at least a portion of the remaining transmission assembly 71 are received in the third receiving space 54.

[0052] The transmission component 71 that cooperates with the locking member 4 may include a worm gear 721. As some embodiments of this application, the transmission component 71 corresponding to the power input end of the transmission mechanism 2 may include a worm gear 721.

[0053] The first housing 51 can be connected to the second housing 51. As some embodiments of this application, the first housing 51 and the second housing 51 can be integrally formed. The first housing 51 can define a second receiving space 53, in which at least a portion of the worm gear 721 and at least a portion of the engaging locking member 4 can be received. The second housing 51 can define a third receiving space 54 communicating with the second receiving space 53, in which at least a portion of the remaining transmission components 71 (the at least a portion of the remaining transmission components 71 can be understood as at least a portion of some of the transmission components 71, or at least a portion of all of the transmission components 71) can be received in the third receiving space 54. By setting the first housing 51 and the second housing 51, it is convenient to install the relevant components in the preset position of the steering drive 10. The first housing 51 and the second housing 51 can protect the relevant components located inside them. In addition, the worm gear 721 and the locking member 4 can be separated from the other transmission components 71, reducing the risk of mutual interference. Furthermore, by connecting the second receiving space 53 and the third receiving space 54, it is convenient to make the worm gear 721 drive the next stage transmission component 71.

[0054] In some embodiments of this application, such as Figure 2 As shown, the steering drive 10 also includes: a cover 13 along the axial direction of the worm gear 721, one end of the first housing 51 being open to form an open end 511, with a locking member 4 located at the open end 511, the cover 13 being detachably connected to the first housing 51 and covering the open end 511.

[0055] The transmission component can be constructed as a rod (e.g., a worm gear 721). Along the axial direction of the transmission component, one end of the first housing 51 can be opened to form an open end 511. The locking component 4 can be inserted into the second receiving space 53 through the open end 511 and is located at the open end 511. The cover 13 can be detachably connected to the first housing 51, and the cover 13 can cover the open end 511 to facilitate disassembly of the cover 13 for maintenance of the locking component 4. Furthermore, the cover 13 can protect the locking component 4, reducing the risk of external interference affecting its normal operation or even causing damage. As some embodiments of this application, the cover 13 can be screwed or snapped onto the first housing 51 to reduce the difficulty of disassembly and assembly.

[0056] In some embodiments of this application, such as Figure 2 and Figure 3 As shown, at least a portion of the locking member 3 is housed in the second receiving space 53. The locking member 3 is parallel to the axial direction of the cooperating transmission member, and the locking member 3 and the cooperating transmission member are arranged in a direction perpendicular to the axial direction of the cooperating transmission member.

[0057] At least a portion of the locking member 3 can be housed in the second receiving space 53 to protect the locking member 3 through the first housing 51. The locking member 3 can be arranged with the mating transmission member in a direction perpendicular to the axial direction of the mating transmission member to make full use of space, and the locking member 3 can be parallel to the axial direction of the mating transmission member to make the steering drive 10 structure compact, thereby further improving space utilization. This arrangement also makes the process of the locking member 3 locking the mating locking member 4 smoother and can improve the response effect of the locking member 3.

[0058] In some embodiments of this application, such as Figure 8 As shown, there are multiple reduction groups 76, with at least one group of reduction groups 76 having two transmission components 71 arranged along a first direction, and at least one group of reduction groups 76 having two transmission components 71 arranged along a second direction, the first direction intersecting the second direction.

[0059] In the multiple reduction gear groups 76, at least one reduction gear group 76 has two transmission components 71 arranged along a first direction. Specifically, the central axes of the two transmission components 71 of at least one reduction gear group 76 are arranged along the first direction. The plane perpendicular to the first direction is defined as the first projection plane. The projections of the two transmission components 71 arranged along the central axis along the first direction on the first projection plane can completely overlap. Alternatively, in the two transmission components 71 arranged along the central axis along the first direction, the projection outline of one transmission component 71 on the first projection plane can completely fall within the projection outline of the other transmission component 71 on the first projection plane. This is to ensure that the two transmission components 71 arranged along the central axis along the first direction do not occupy additional space in other directions perpendicular to the first direction, thereby improving the space utilization of the transmission mechanism 2 and achieving the miniaturization design requirements of the steering drive 10.

[0060] Similarly, at least one set of reduction gear 76 has two transmission components 71 arranged along the second direction. Specifically, the central axis of the two transmission components 71 of at least one set of reduction gear 76 is arranged along the second direction. The plane perpendicular to the second direction is defined as the second projection plane. The projections of the two transmission components 71 arranged along the second direction can completely overlap on the second projection plane. Alternatively, among the two transmission components 71 arranged along the second direction, the projection outline of one transmission component 71 on the second projection plane can completely fall within the projection outline of the other transmission component 71 on the second projection plane. This is to ensure that the two transmission components 71 arranged along the second direction do not occupy additional space in other directions perpendicular to the second direction, thereby improving the space utilization of the transmission mechanism 2 and achieving the miniaturization design requirements of the steering drive 10.

[0061] It is understandable that by making the first direction intersect with the second direction, the central axes of multiple transmission components 71 can not be located on the same plane at the same time, so that the arrangement of multiple transmission components 71 can be U-shaped, Z-shaped, S-shaped, etc. This arrangement can reduce the length of the transmission mechanism 2, avoid the occurrence of multiple transmission components 71 with long straight chain transmission connection, make the structure of the transmission mechanism 2 more reasonable, improve the space utilization of the transmission mechanism 2, realize the miniaturization design of the steering drive 10, and thus reduce the difficulty of arranging the steering drive 10 in the vehicle.

[0062] In the above embodiments, by arranging the two transmission components 71 of at least one set of reduction gears 76 along the first direction and arranging the two transmission components 71 of at least one set of reduction gears 76 along the second direction, the two transmission components 71 arranged along the central axis along the first direction do not occupy additional space in other directions perpendicular to the first direction, and the two transmission components 71 arranged along the central axis along the second direction do not occupy additional space in other directions perpendicular to the second direction. This reduces the space occupied by the corresponding reduction mechanism, improves the space utilization of the transmission mechanism 2, and meets the miniaturization design requirements of the steering drive 10.

[0063] In some embodiments of this application, such as Figure 8 As shown, the multiple transmission components 71 include: a first-end transmission component 72 and a first intermediate transmission component 73. The first-end transmission component 72 (i.e., the transmission component 71 corresponding to the power input end of the transmission mechanism 2) includes a worm 721. The first intermediate transmission component 73 includes: a worm wheel 731 and a first transmission shaft 732. The worm wheel 731 is coaxial with the first transmission shaft 732 and is connected in transmission. The worm 721 is connected in transmission with the worm wheel 731 and the transmission ratio is greater than 1.

[0064] The first-end transmission assembly 72 may include a worm 721, and the first intermediate transmission assembly 73 may include a worm wheel 731 and a first transmission shaft 732. The worm 721 can be drivenly connected to the worm wheel 731, and the worm wheel 731 can be drivenly connected to the first transmission shaft 732, so that the first-end transmission assembly 72 and the first intermediate transmission assembly 73 are drivenly connected. In some embodiments of this application, the worm 721 and the worm wheel 731 are directly meshed. In some embodiments of this application, the worm wheel 731 is sleeved on the first transmission shaft 732 and drivenly connected, for example, the worm wheel 731 is sleeved on the first transmission shaft 732 and fixedly connected to it. This arrangement can reduce the space occupied by the worm wheel 731 and the first transmission shaft 732 along the radial direction of the worm wheel 731, thereby improving the space utilization of the transmission mechanism 2, achieving the miniaturization design requirement of the steering drive 10, and the large transmission ratio between the worm 721 and the worm wheel 731 can effectively increase the output torque of the steering drive 10.

[0065] The first-end transmission component 72 can be the aforementioned input transmission component 71 (i.e., the transmission component 71 corresponding to the power input end of the transmission mechanism 2). The power of the drive component 11 can be sequentially transmitted to the worm 721, the worm wheel 731, and the first transmission shaft 732. The transmission ratio between the worm 721 and the worm wheel 731 can be greater than 1. The transmission ratio between the worm 721 and the worm wheel 731 can be 10, 50, 100, etc. The worm 721 and the worm wheel 731 can serve as the first-stage reduction group 76. The first-stage reduction group 76 can convert the high-speed, low-torque transmission of the drive component 11 into a relatively low-speed, high-torque transmission, thereby reducing the speed and increasing the torque, which can then be transmitted to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheel assembly 30 through the output transmission component 71 (the output end of the multiple transmission components 71 in the transmission connection is constructed as the output transmission component 71), so as to achieve the effect of steering the wheel assembly 30 through the drive component 11.

[0066] In some embodiments of this application, such as Figure 8 As shown, the multiple transmission components 71 further include: a second intermediate transmission component 74, and the first intermediate transmission component 73 further includes: a first gear 733, the first gear 733 being coaxial with and connected to the first transmission shaft 732, and the second intermediate transmission component 74 including: a second transmission shaft 742 and a second gear 741, the second gear 741 being coaxial with and connected to the second transmission shaft 742, and the second gear 741 being connected to the first gear 733 with a transmission ratio greater than 1.

[0067] The first gear 733 can be coaxially and drively connected to the first drive shaft 732. For example, the first gear 733 can be sleeved on the first drive shaft 732 and drively connected to it. This arrangement reduces the space occupied by the first gear 733 and the first drive shaft 732 along the radial direction of the first gear 733, thereby improving the space utilization of the transmission mechanism 2. The second gear 741 can be coaxially and drively connected to the second drive shaft 742. For example, the second gear 741 can be sleeved on the second drive shaft 742 and drively connected to it. This arrangement reduces the space occupied by the second gear 741 and the second drive shaft 742 along the radial direction of the second gear 741, thereby improving the space utilization of the transmission mechanism 2. The second gear 741 and the first gear 733 can directly mesh.

[0068] The power of the drive component 11 can be sequentially transmitted to the worm 721, worm wheel 731, first drive shaft 732, first gear 733, second gear 741, and second drive shaft 742. The transmission ratio between the first gear 733 and the second gear 741 can be greater than 1. The transmission ratio between the first gear 733 and the second gear 741 can be 10, 50, 100, etc. The first gear 733 and the second gear 741 can serve as the second-stage reduction group 76. The second-stage reduction group 76 can convert the relatively high speed and low torque transmitted by the first-stage reduction group 76 into a relatively low speed and high torque, so as to reduce the speed and double the torque, so as to transmit it to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheel assembly 30 through the output transmission component 71, so as to achieve the effect of steering the wheel assembly 30 through the drive component 11.

[0069] In some embodiments of this application, such as Figure 7 As shown, the first intermediate transmission assembly 73 and the second intermediate transmission assembly 74 are arranged along the first direction.

[0070] The first intermediate transmission component 73 and the second intermediate transmission component 74 can be arranged along the first direction. The plane perpendicular to the first direction is defined as the first projection plane. The projections of the first intermediate transmission component 73 and the second intermediate transmission component 74 on the first projection plane can completely overlap. Alternatively, in the first intermediate transmission component 73 and the second intermediate transmission component 74, the projection outline of one transmission component 71 on the first projection plane completely falls within the projection outline of the other transmission component 71 on the first projection plane. This allows the first intermediate transmission component 73 and the second intermediate transmission component 74 to not occupy additional space in other directions perpendicular to the first direction, thereby improving the space utilization of the transmission mechanism 2 and achieving the miniaturization design requirements of the steering drive 10.

[0071] In some embodiments of this application, such as Figure 7 and Figure 8As shown, the multiple transmission components 71 also include: an end transmission component 75, and the second intermediate transmission component 74 also includes: a third gear 743, the third gear 743 being coaxial with and connected to the second transmission shaft 742. The end transmission component 75 includes: an output component 22 and a fourth gear 751, the fourth gear 751 being coaxial with and connected to the output component 22, and the fourth gear 751 being connected to the third gear 743 with a transmission ratio greater than 1.

[0072] The third gear 743 can be coaxially and drively connected to the second drive shaft 742. For example, the third gear 743 can be sleeved on the second drive shaft 742 and drively connected to it. This arrangement reduces the space occupied by the third gear 743 and the second drive shaft 742 along the radial direction of the third gear 743, thereby improving the space utilization of the transmission mechanism 2. The fourth gear 751 can be coaxially and drively connected to the output component 22. For example, the fourth gear 751 can be sleeved on the output component 22 and drively connected to it. This arrangement reduces the space occupied by the fourth gear 751 and the output component 22 along the radial direction of the fourth gear 751, thereby improving the space utilization of the transmission mechanism 2. The fourth gear 751 and the third gear 743 can directly mesh.

[0073] The power of the drive unit 11 can be sequentially transmitted to the worm 721, worm wheel 731, first drive shaft 732, first gear 733, second gear 741, second drive shaft 742, third gear 743, fourth gear 751, and output unit 22. The transmission ratio between the third gear 743 and the fourth gear 751 can be greater than 1. The transmission ratio between the third gear 743 and the fourth gear 751 can be 10, 50, 100, etc. The third gear 743 and the fourth gear 751 can serve as the third-stage reduction group 76. The third-stage reduction group 76 can convert the relatively high speed and low torque transmitted by the second-stage reduction group 76 into a relatively low speed and high torque, so as to reduce the speed and double the torque, so as to transmit it to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheel assembly 30 through the output transmission component 71, so as to achieve the effect of steering the wheel assembly 30 through the drive unit 11.

[0074] In some embodiments of this application, such as Figure 7 and Figure 8 As shown, the second intermediate transmission assembly 74 and the end transmission assembly 75 are arranged along the second direction.

[0075] The second intermediate transmission component 74 and the end transmission component 75 can be arranged along the second direction. The plane perpendicular to the second direction is defined as the second projection plane. The projections of the second intermediate transmission component 74 and the end transmission component 75 on the second projection plane can completely overlap. Alternatively, in the second intermediate transmission component 74 and the end transmission component 75, the projection outline of one transmission component 71 on the second projection plane can completely fall within the projection outline of the other transmission component 71 on the second projection plane, so that the second intermediate transmission component 74 and the end transmission component 75 do not occupy additional space in other directions perpendicular to the second direction, thereby improving the space utilization of the transmission mechanism 2 and realizing the miniaturization design requirements of the steering drive 10.

[0076] By arranging the first intermediate transmission assembly 73 and the second intermediate transmission assembly 74 along a first direction, and arranging the second intermediate transmission assembly 74 and the end transmission assembly 75 along a second direction, the arrangement of the first intermediate transmission assembly 73, the second intermediate transmission assembly 74, and the end transmission assembly 75 can be U-shaped, Z-shaped, S-shaped, etc. This arrangement can reduce the length of the transmission mechanism 2, avoid the presence of multiple transmission assemblies 71 connected by long straight chains, make the structure of the transmission mechanism 2 more reasonable, improve the space utilization of the transmission mechanism 2, and achieve the miniaturization design of the steering drive 10, thereby reducing the difficulty of arranging the steering drive 10 in a vehicle. In the accompanying drawings of this application, the arrangement of the first intermediate transmission assembly 73, the second intermediate transmission assembly 74, and the end transmission assembly 75 presents a U-shaped arrangement.

[0077] In some embodiments of this application, such as Figure 8 As shown, the output component 22 can be driven to the steering knuckle 20. For example, the output component 22 and the steering knuckle 20 can be driven to each other by means of, but not limited to, direct connection, coupling connection, gear pair connection, etc., or the output component 22 and the steering knuckle 20 can be directly driven to each other. The steering knuckle 20 can be driven to the wheel hub 301 of the vehicle. The output component 22 drives the wheel hub 301 to rotate, thereby driving the wheel assembly 30 to steer. This arrangement allows for a reasonable number of transmission components 71, and while maintaining the miniaturization of the steering drive 10, it also allows the steering drive 10 to have a large transmission ratio.

[0078] In some embodiments of this application, such as Figure 9 and Figure 10As shown, at least one of the worm gear 731, the second gear 741, and the fourth gear 751 includes: a first sub-mater gear 77 and a second sub-mater gear 78. The first sub-mater gear 77 is constructed as a ring and has a first external tooth 771 and a first internal tooth 772. The second sub-mater gear 78 has a second external tooth 781. The first sub-mater gear 77 is fitted onto the second sub-mater gear 78, and the first internal tooth 772 meshes with the second external tooth 781. Along the radial direction of the first sub-mater gear 77, the size of the first external tooth 771 is larger than the size of the second external tooth 781, and / or, along the circumferential direction of the first sub-mater gear 77, the size of the first external tooth 771 is larger than the size of the second external tooth 781.

[0079] Wherein, at least one of the worm gear 731, the second gear 741, and the fourth gear 751 includes a first sub-mate gear 77 and a second sub-mate gear 78. It can be understood that one of the worm gear 731, the second gear 741, and the fourth gear 751 includes a first sub-mate gear 77 and a second sub-mate gear 78, or any two of the worm gear 731, the second gear 741, and the fourth gear 751 include a first sub-mate gear 77 and a second sub-mate gear 78, or all of the worm gear 731, the second gear 741, and the fourth gear 751 include a first sub-mate gear 77 and a second sub-mate gear 78.

[0080] Taking the worm gear 731, which includes a first sub-mater 77 and a second sub-mater 78, as an example, the first sub-mater 77 can be constructed as a ring structure. The first external tooth 771 of the first sub-mater 77 can mesh with the worm 721. The first sub-mater 77 can be sleeved on the second sub-mater 78. The first internal tooth 772 of the first sub-mater 77 can mesh with the second external tooth 781 of the second sub-mater 78. The power of the driving member 11 can be transmitted sequentially to the worm 721, the first sub-mater 77, and the second sub-mater 78.

[0081] Along the radial direction of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. Alternatively, along the circumferential direction of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. Or, along both the radial and circumferential directions of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. It is understandable that when relatively larger internal and external teeth mesh, the slippage torque is relatively large; similarly, when relatively smaller internal and external teeth mesh, the slippage torque is relatively small.

[0082] By making the size of the first external tooth 771 along the circumference of the first sub-mate wheel 77 larger than the size of the second external tooth 781, and / or making the size of the first external tooth 771 along the circumference of the first sub-mate wheel 77 larger than the size of the second external tooth 781, the overall size of the first external tooth 771 can be made larger than the overall size of the second external tooth 781. This makes the maximum torque that the first external tooth 771 can withstand greater than the slippage torque of the second external tooth 781. When the real-time torque that the first external tooth 771 withstands is greater than the slippage torque of the second external tooth 781, the first sub-mate wheel 77 slips with the second sub-mate wheel 78, thereby reducing the real-time torque of the first external tooth 771. This reduces the risk of damage to the first external tooth 771 due to excessive torque, and reduces the risk of the transmission mechanism 2 jamming and the wheel assembly 30 being unable to steer (the slippage of the first sub-mate wheel 77 and the second sub-mate wheel 78 only affects the steering performance of the vehicle, and its disadvantages are far less than the harm caused by the transmission mechanism 2 jamming and the wheel assembly 30 being unable to steer). This improves the safety of the vehicle while driving and helps protect the safety of the user.

[0083] In some embodiments of this application, such as Figure 9 As shown, the number of first external teeth 771 is less than the number of second external teeth 781. This makes the slippage torque of the second external teeth 781 relatively small, further reducing the risk of the transmission mechanism 2 jamming and causing the wheel assembly 30 to be unable to steer, further improving the safety of the vehicle when driving, and helping to protect the safety of the user.

[0084] In some embodiments of this application, such as Figure 7 , Figures 11-13 As shown, the steering drive 10 also includes: a housing 5 and a plug 15. The housing 5 defines a receiving space 591 and forms a connecting hole 592 communicating with the receiving space 591. The transmission mechanism 2 includes: a plurality of transmission components 71, which are sequentially connected in a transmission manner. At least one transmission component 71 is received in the receiving space 591 and includes a transmission shaft 711. The connecting hole 592 corresponds to the transmission shaft 711. The plug 15 is detachably provided on the housing 5 and covers the connecting hole 592.

[0085] like Figure 7 As shown, the housing 5 defines a receiving space 591, in which at least one transmission component 71 is received. The housing 5 protects the components housed within it. The transmission component 71 includes a drive shaft 711. The housing 5 has a communicating hole 592 that communicates with the receiving space 591. The communicating hole 592 is correspondingly provided with the drive shaft 711, allowing an external angle detector to be inserted into the communicating hole 592 to connect to the drive shaft 711 for measuring the transmission clearance between the transmission components 71.

[0086] like Figure 12As shown, the transmission assembly 71 may include a head transmission assembly 72 and an intermediate transmission assembly 71. The following description uses the measurement of the transmission gap between the head transmission assembly 72 and the intermediate transmission assembly 71 as an example. The driving member 11 can be connected to the head transmission assembly 72, which can be connected between the driving member 11 and the intermediate transmission assembly 71. The head transmission assembly 72 may include a worm gear 721, and the intermediate transmission assembly 71 may include a worm wheel 731 and a transmission shaft 711. The power of the driving member 11 can be transmitted sequentially to the head transmission assembly 72, the worm wheel 731, and the transmission shaft 711. There is a transmission gap at the meshing point of the worm gear 721 and the worm wheel 731. An external angle detector can be inserted into the connecting hole 592 to connect the external angle detector to the transmission shaft 711. The external angle detector can be used to measure the rotation angle of the transmission shaft 711, thereby measuring the transmission gap between the head transmission assembly 72 and the intermediate transmission assembly 71.

[0087] As some embodiments of this application, in the process of measuring the transmission gap between the first-end transmission component 72 and the intermediate transmission component 71, the first-end transmission component 72 can be locked first, and then an external angle detector can be connected to the transmission shaft 711 of the intermediate transmission component 71. Then, the transmission shaft 711 is rotated until it can no longer rotate, and the reading of the external angle detector is set to zero. Then, the transmission shaft 711 is rotated in the opposite direction until it can no longer rotate. At this time, the transmission gap between the first-end transmission component 72 and the intermediate transmission component 71 can be calculated based on the reading of the external angle detector.

[0088] like Figure 13 As shown, the plug 15 is further detachably disposed on the housing 5. As some embodiments of this application, the plug 15 can be screwed or snapped onto the housing 5. The plug 15 can be used to cover the connecting hole 592 to reduce the risk of foreign objects (e.g., water, dust, etc.) entering the receiving space 591 and affecting the normal operation of the components in the receiving space 591, thereby improving the reliability of the steering drive 10. When it is necessary to measure the transmission clearance between the two transmission components 71, the plug 15 can be removed to facilitate the installation of an external angle detector. This arrangement is reasonable and convenient to operate.

[0089] In the above embodiment, by providing a removable plug 15, the plug 15 can be removed when it is necessary to measure the transmission gap between the two transmission components 71, so that an external angle detector can be inserted into the communication hole 592 and installed on the transmission shaft 711. In addition, the plug 15 can cover the communication hole 592 to reduce the risk of foreign objects entering the receiving space 591 and affecting the normal operation of the components of the receiving space 591, thereby improving the reliability of the steering drive 10.

[0090] In some embodiments of this application, such as Figure 11 andFigure 12 As shown, along the axial direction of the drive shaft 711, the end of the drive shaft 711 near the corresponding connecting hole 592 is constructed as a mating end 7111, and the mating end 7111 has a mating surface 7112, which is a plane.

[0091] Along the central axis of the drive shaft 711, the end of the drive shaft 711 closest to the corresponding connecting hole 592 can be configured as a mating end 7111. The mating end 7111 can have a mating surface 7112, which can be configured as a plane. The mating surface 7112 can mate with an external angle detector. By setting the mating surface 7112, the external angle detector and the drive shaft 711 can fit more fully, so that the external angle detector and the drive shaft 711 can rotate synchronously, reducing the risk of relative rotation between the external angle detector and the drive shaft 711, and improving the accuracy of measuring the rotation angle of the drive shaft 711 by the external angle detector.

[0092] In some embodiments of this application, there are multiple mating surfaces 7112, and the multiple mating surfaces 7112 are configured as at least one set of mating surfaces 7112. The set of mating surfaces 7112 includes two mating surfaces 7112 that are radially spaced and corresponding along the drive shaft 711.

[0093] The mating surfaces 7112 can be multiple, and the number of mating surfaces 7112 can be two, three, four, etc. Multiple mating surfaces 7112 can be constructed as at least one set of mating surfaces 7112. That is, multiple mating surfaces 7112 can be constructed as one set of mating surfaces 7112, or multiple sets (two sets, three sets, four sets, etc.) of mating surfaces 7112 can be constructed as multiple sets. Each set of mating surfaces 7112 can include two corresponding mating surfaces 7112 that are radially spaced along the drive shaft 711. By setting at least one set of mating surfaces 7112, the risk of relative rotation between the external angle detector and the drive shaft 711 can be further reduced, which helps to improve the accuracy of measuring the rotation angle of the drive shaft 711 by the external angle detector. Furthermore, the set of mating surfaces 7112 has an installation positioning function, facilitating the assembly of the drive shaft 711 and the external angle detector and reducing assembly difficulty.

[0094] In some embodiments of this application, such as Figure 13 As shown, the plug 15 has a first snap-fit ​​portion 151, and the inner wall of the connecting hole 592 has a second snap-fit ​​portion 5921. The first snap-fit ​​portion 151 and the second snap-fit ​​portion 5921 are snap-fitted together.

[0095] The plug 15 may have a first snap-fit ​​portion 151, and the inner wall of the connecting hole 592 may have a second snap-fit ​​portion 5921. The first snap-fit ​​portion 151 can engage with the second snap-fit ​​portion 5921. As some embodiments of this application, one of the first snap-fit ​​portion 151 and the second snap-fit ​​portion 5921 may be configured as a buckle, and the other may be configured as a slot. The buckle can engage with the slot, so that the first snap-fit ​​portion 151 and the second snap-fit ​​portion 5921 engage, thereby causing the plug 15 to engage with the inner wall of the connecting hole 592, so that the plug 15 covers the connecting hole 592. This arrangement facilitates installation and disassembly, reducing the difficulty of assembly and disassembly.

[0096] In some embodiments of this application, such as Figure 13 As shown, the steering drive 10 also includes a seal 16, a groove 152 is formed on the outer wall of the plug 15 or the inner wall of the connecting hole 592, a portion of the seal 16 is received in the groove 152, and the seal 16 seals between the plug 15 and the inner wall of the connecting hole 592.

[0097] The outer wall of the plug 15 may have a groove 152, or the inner wall of the connecting hole 592 may have a groove 152. A portion of the seal 16 may be accommodated in the groove 152, and the seal 16 may seal between the plug 15 and the inner wall of the connecting hole 592. In other words, the seal 16 may be sandwiched between the plug 15 and the inner wall of the connecting hole 592 to seal the plug 15 and the connecting hole 592, thereby reducing the risk of impurities entering the receiving space 591 through the connecting hole 592. Furthermore, the groove 152 can be used to position the seal 16 for easy installation. The groove 152 can reduce the risk of the seal 16 shifting from its preset position during long-term operation of the steering drive 10, thus providing better sealing performance and improving the reliability of the steering drive 10.

[0098] In some embodiments of this application, such as Figure 13 As shown, the groove 152 and the seal 16 can both be constructed as annular and compatible. This configuration can give the seal 16 excellent sealing performance, significantly reducing the risk of foreign objects entering the receiving space 591 and affecting the normal operation of the components of the receiving space 591, thereby improving the reliability of the steering drive 10.

[0099] In some embodiments of this application, such as Figure 12 As shown, the multiple transmission components 71 include: a first-end transmission component 72, an intermediate transmission component 71, and an end-end transmission component 75. The first-end transmission component 72 is connected to the drive component 11, and the intermediate transmission component 71 is connected between the first-end transmission component 72 and the end-end transmission component 75. The intermediate transmission component 71 includes a transmission shaft 711.

[0100] Along the power transmission path, the first-end transmission assembly 72, the intermediate transmission assembly 71, and the last-end transmission assembly 75 are sequentially connected. The first-end transmission assembly 72 can be connected to the drive component 11, for example, through direct connection, coupling connection, gear pair connection, etc. The intermediate transmission assembly 71 is connected between the first-end transmission assembly 72 and the last-end transmission assembly 75, meaning that the intermediate transmission assembly 71 can be connected to both the first-end transmission assembly 72 and the last-end transmission assembly 75. For example, the intermediate transmission assembly 71 and the first-end transmission assembly 72 can be connected through direct connection, coupling connection, gear pair connection, etc. The last-end transmission assembly 75 and the intermediate transmission assembly 71 can be connected through direct connection, coupling connection, gear pair connection, etc.

[0101] The intermediate transmission assembly 71 may include a transmission shaft 711, which can be connected to the first-end transmission assembly 72 and the last-end transmission assembly 75. By using the transmission shaft 711, transmission efficiency can be improved and assembly can be simplified. Furthermore, an external angle detector for measuring the transmission gap between the transmission assemblies 71 can be mounted on the transmission shaft 711 to reduce measurement difficulty.

[0102] In some embodiments of this application, such as Figure 12 As shown, there are multiple intermediate transmission components 71, which are connected sequentially and along the power transmission path. The intermediate transmission components 71 at both ends are connected to the first transmission component 72 and the last transmission component 75, respectively. There are multiple connecting holes 592, which correspond one-to-one with multiple transmission shafts 711.

[0103] There can be multiple intermediate transmission components 71, and the number of intermediate transmission components 71 can be two, three, four, etc. Multiple intermediate transmission components 71 can be connected in sequence and along the power transmission path. The intermediate transmission components 71 at both ends can be connected to the first transmission component 72 and the last transmission component 75 respectively, so that the power of the drive component 11 can be transmitted to the first transmission component 72, intermediate transmission component 71 and last transmission component 75 in sequence. By setting multiple intermediate transmission components 71, the layout flexibility of the transmission mechanism 2 can be improved, and multiple sets of deceleration groups 76 can be formed to improve the deceleration and torque increase effect of the steering drive 10.

[0104] like Figure 11As shown, there can be multiple connecting holes 592, such as two, three, or four. Multiple connecting holes 592 can correspond one-to-one with multiple drive shafts 711, so that an external angle detector can be installed on the drive shaft 711 through each corresponding connecting hole 592, so that the transmission gap between any two drive shafts 711 can be measured, thereby facilitating the measurement of the transmission gap of the entire transmission assembly 71 and the transmission gap of any two directly connected transmission assemblies 71.

[0105] In some embodiments of this application, such as Figure 11 As shown, there are multiple drive shafts 711 and multiple connecting holes 592, which correspond one-to-one. The multiple drive shafts 711 are arranged in parallel and along the axial direction of the drive shafts 711. The multiple connecting holes 592 are formed at the same end of the housing 5.

[0106] The drive shaft 711 and the connecting hole 592 can be multiple and correspond one-to-one. The number of connecting holes 592 can be two, three, four, etc. Multiple drive shafts 711 can be arranged in parallel to make the structure reasonable. Along the axial direction of the drive shaft 711, multiple connecting holes 592 can be formed at the same end of the housing 5 to facilitate the processing and manufacturing of multiple connecting holes 592 and to facilitate measurement.

[0107] As some embodiments of this application, the plurality of intermediate transmission components 71 include: a first intermediate transmission component 73 and a second intermediate transmission component 74, and there are two transmission shafts 711, namely a first transmission shaft 732 and a second transmission shaft 742, wherein the first intermediate transmission component 73 includes a first transmission shaft 732, and the second intermediate transmission component 74 includes a second transmission shaft 742.

[0108] In some embodiments of this application, such as Figure 14 , Figure 15 As shown, the steering drive 10 according to an embodiment of the present invention further includes: a first angle sensor 6 and a controller 12. The first angle sensor 6 is disposed on the transmission mechanism 2, and the first angle sensor 6 and the drive component 11 are both communicatively connected to the controller 12.

[0109] The transmission mechanism 2 is connected to the drive component 11 via a transmission connection. For example, the transmission mechanism 2 and the drive component 11 can be connected via, but not limited to, direct connection, coupling connection, gear pair connection, etc. The drive component 11 can drive the transmission mechanism 2 to operate, and the transmission mechanism 2 can drive the wheel assembly 30 to steer. The drive component 11 is communicatively connected to the controller 12. As some embodiments of this application, the controller 12 can be electrically connected to the drive component 11 via wires.

[0110] The controller 12 can be used to control whether the drive component 11 is started or not, and thus control whether the transmission mechanism 2 is working, so as to control whether the vehicle is steered. Specifically, the controller 12 can obtain the user's required rotation angle, which can be calculated from the steering wheel rotation angle. The controller 12 can convert the user's required rotation angle into the output rotation angle of the drive component 11. The controller 12 can control the drive component 11 to output a corresponding rotation angle, which is ultimately transmitted to the wheel assembly 30 to make the wheel assembly 30 steer.

[0111] The first angle sensor 6 is disposed on the transmission mechanism 2. In some embodiments of this application, the first angle sensor 6 can be disposed on the output component 22 of the end-drive assembly 75. The output component 22 can be connected to the steering knuckle 20, which is connected to the wheel hub 301 of the vehicle. The output component 22 drives the wheel hub 301 to rotate, thereby driving the wheel assembly 30 to steer. The first angle sensor 6 can be used to detect the rotation angle of the output component 22. The rotation angle of the output component 22 is the same as the rotation angle of the wheel assembly 30. The first angle sensor 6 obtains the rotation angle of the wheel assembly 30 by detecting the rotation angle of the output component 22. This setting allows the first angle sensor 6 to directly obtain the rotation angle information of the wheel assembly 30 without performing reduction ratio conversion or other operations, and the obtained rotation angle information has high accuracy.

[0112] The first angle sensor 6 is communicatively connected to the controller 12. In some embodiments of this application, the controller 12 can be electrically connected to the first angle sensor 6 via a wire. The first angle sensor 6 can transmit the detected rotation angle information of the wheel assembly 30 to the controller 12 in the form of an electrical signal. The controller 12 can receive and parse this electrical signal, and compare the rotation angle of the wheel assembly 30 detected by the first angle sensor 6 with the user-required rotation angle to obtain an angle deviation value. The angle deviation value can be defined as the difference between the user-required rotation angle and the rotation angle of the wheel assembly 30. The controller 12 can adjust the output angle of the drive component 11 according to the sign and magnitude of the angle deviation value, so that the rotation angle of the wheel assembly 30 is the same as or approximately the same as the user-required rotation angle, thereby correcting the output angle deviation of the drive component 11 and improving the accuracy of angle control of the wheel assembly 30, which is beneficial to improving the reliability and stability of the steering drive 10. Furthermore, the above process can be repeated for multiple corrections. After multiple corrections, the output angle deviation of the drive component 11 can be obtained and calibrated.

[0113] In the above embodiment, by placing the first angle sensor 6 on the transmission mechanism 2 connected to the wheel assembly 30, the rotation angle of the wheel assembly 30 can be detected. The controller 12 can obtain and calculate the difference between the rotation angle of the wheel assembly 30 and the rotation angle required by the user, so as to adjust the output torque of the drive component 11, correct the output torque deviation of the drive component 11, improve the accuracy of the steering angle control of the wheel assembly 30, and improve the reliability and stability of the steering drive 10, thereby improving the driving experience.

[0114] In some embodiments of this application, such as Figure 14 As shown, the transmission mechanism 2 includes an output component 22, and a first angle sensor 6 is disposed on the output component 22 and coaxial with the output component 22.

[0115] The transmission mechanism 2 may include an output component 22, which may be located at the output end of the transmission mechanism 2. The output component 22 may be connected to the steering knuckle, which may be connected to the wheel assembly 30. The rotation angle of the output component 22 is the same as the rotation angle of the wheel assembly 30. A first angle sensor 6 may be disposed on the output component 22. By detecting the rotation angle information of the output component 22, the first angle sensor 6 can obtain the rotation angle information of the wheel assembly 30. This arrangement is reasonable, allowing direct acquisition of the rotation angle information of the wheel assembly 30 and reducing errors caused by the rotation angle conversion process. Furthermore, the first angle sensor 6 may be coaxially disposed with the output component 22, which can reduce detection errors caused by detection position factors, improve detection accuracy, enhance the reliability of the steering drive 10, and improve the precision of angle control of the wheel assembly 30.

[0116] As some other embodiments of this application, the transmission mechanism 2 can be constructed as a multi-stage reduction mechanism. The transmission mechanism 2 may include multiple power transmission components. The first angle sensor 6 can be set on other power transmission components of the transmission mechanism 2 other than the output component 22, so as to adapt to the spatial arrangement requirements and functional requirements of different steering drive 10 and improve the design flexibility of the steering drive 10.

[0117] In some embodiments of this application, such as Figure 14 As shown, the steering drive 10 also includes a second angle sensor, which is disposed on the drive unit 11 and is communicatively connected to the controller 12.

[0118] The second angle sensor can be located on the drive component 11 and can be communicatively connected to the controller 12. In some embodiments of this application, the second angle sensor can be electrically connected to the controller 12 via a wire. In some embodiments of this application, the transmission mechanism 2 can include multiple power transmission components connected sequentially. Among these components, the power transmission component corresponding to the power input end of the transmission mechanism 2 can be directly connected to the output end of the drive component 11. The drive component 11 can drive the power transmission component corresponding to the power input end to rotate, thereby transmitting the output angle to the transmission mechanism 2.

[0119] Furthermore, a second angle sensor can be located at the output end of the drive unit 11. The second angle sensor can be used to detect the rotation angle of the output end. The rotation angle of the output end is the same as the rotation angle of the power transmission component corresponding to the power input end. The second angle sensor can transmit the detected rotation angle information of the output end to the controller 12 in the form of an electrical signal. The controller 12 can receive and parse the electrical signal, and compare the rotation angle information of the output end with the preset rotation angle information of the output end to obtain the output angle deviation value. The controller 12 can adjust the output angle of the output end according to the positive or negative sign and the magnitude of the deviation value to correct the output angle deviation of the drive unit 11. In this way, the rotation angle information of the output end can be obtained accurately and quickly. The first angle sensor 6 and the second angle sensor can verify each other to further improve the accuracy of the angle control of the wheel assembly 30.

[0120] In some embodiments of this application, such as Figure 14 and Figure 15 As shown, the steering drive 10 also includes: a housing 5, a wiring harness 14, at least a portion of the transmission mechanism 2 and the first angle sensor 6 are housed in the housing 5, and the wiring harness 14 is electrically connected between the first angle sensor 6 and the controller 12 and is snapped into the housing 5.

[0121] In this embodiment, at least part of the transmission mechanism 2 and the first angle sensor 6 can be housed in the housing 5. As some embodiments of this application, at least part of the transmission mechanism 2 can be fixed to the housing 5 (e.g., snap-fit, screw-fit, etc.) to improve the positional stability of the transmission mechanism 2 and the housing 5. Furthermore, the housing 5 can be used to protect the components inside it so that the components can operate normally.

[0122] The wiring harness 14 can be electrically connected between the first angle sensor 6 and the controller 12 to enable communication between the first angle sensor 6 and the controller 12, so that the angle information detected by the first angle sensor 6 can be transmitted to the controller 12. The wiring harness 14 can be snapped into the housing 5 to securely fix the wiring harness 14 to the housing 5, thereby reducing the risk of interference between the wiring harness 14 and other components (e.g., the transmission mechanism 2) and improving the reliability of the steering drive 10.

[0123] In some embodiments of this application, such as Figure 15 As shown, the inner wall of the housing 5 has a first slot 55, the outer wall of the housing 5 has a second slot 56, and the housing 5 has a mounting hole 57. The wire harness 14 is snapped into the first slot 55 and the second slot 56 and passes through the mounting hole 57.

[0124] The housing 5 has a first slot 55 formed on its inner wall. The inner diameter of the first slot 55 matches the outer diameter of the wire harness 14, allowing the wire harness 14 to be snapped into the first slot 55 and fixed to the housing 5. The housing 5 also has a second slot 56 formed on its outer wall. The inner diameter of the second slot 56 matches the outer diameter of the wire harness 14, allowing the wire harness 14 to be snapped into the second slot 56 and fixed to the housing 5. The housing 5 also has a mounting through hole 57 connecting the interior and exterior of the housing 5. The wire harness 14 can pass through the mounting through hole 57, which serves to secure the wire harness 14. By setting the first slot 55, the second slot 56, and the mounting hole 57, the wire harness 14 can be stably and reliably fixed to the housing 5, reducing the risk of interference between the wire harness 14 and other components (e.g., the transmission mechanism 2). Furthermore, by setting the mounting hole 57, the first angle sensor 6 located inside the housing 5 can be electrically connected to the controller 12 located outside the housing 5 via the wire harness 14, making the structural layout more reasonable.

[0125] As some embodiments of this application, the number of first slots 55 can be one or more, such as one, two, or three, to improve the stability and reliability of the fixed wire harness 14.

[0126] As some embodiments of this application, the number of second slots 56 can be one or more, such as one, two, or three, to improve the stability and reliability of the fixed wire harness 14.

[0127] In some embodiments of this application, such as Figure 15 As shown, the steering drive 10 also includes a fixing member 17, which is detachably disposed on the housing 5 and defines a mounting cavity, through which the wiring harness 14 passes.

[0128] The fastener 17 can be used to fix the wire harness 14. In some embodiments of this application, the fastener 17 can be constructed as a tubular structure, defining a mounting cavity. The wire harness 14 can pass through the mounting cavity, and the inner wall of the mounting cavity and the wire harness 14 can have a relatively large contact area to improve the fixing effect. The fastener 17 is detachably disposed on the housing 5. In some embodiments of this application, the fastener 17 can be snapped, screwed, or otherwise connected to the housing 5. By making the fastener 17 detachably disposed on the housing 5, different sizes of fasteners 17 can be replaced according to the model of the wire harness 14 to make the inner diameter of the mounting cavity of the fastener 17 match the outer diameter of the wire harness 14, thereby improving the fixing effect and reducing the installation difficulty.

[0129] In some embodiments of this application, such as Figure 16 As shown, the mounting cavity corresponds to and is connected to the mounting through hole 57; and / or, the fastener 17 includes: a first sub-fastener 171 and a second sub-fastener 172, the first sub-fastener 171 is detachably disposed on the housing 5, the second sub-fastener 172 is detachably disposed on the first sub-fastener 171, and the first sub-fastener 171 and the second sub-fastener 172 together define the mounting cavity.

[0130] The fastener 17 can be located at the corresponding position of the housing 5 so that the mounting cavity corresponds to and is connected to the mounting through hole 57. This arrangement is reasonable and facilitates the wire harness 14 to pass through the mounting cavity and the mounting through hole 57, which helps to further improve the fixing effect. Moreover, the structure is compact and has a high space utilization rate.

[0131] The fixing member 17 may include a first sub-fixing member 171 and a second sub-fixing member 172. The first sub-fixing member 171 can be detachably connected to the housing 5. As some embodiments of this application, the first sub-fixing member 171 can be snapped or screwed onto the housing 5. The second sub-fixing member 172 is detachably disposed on the first sub-fixing member 171. As some embodiments of this application, the first sub-fixing member 171 can be snapped or screwed onto the second sub-fixing member 172. The first sub-fixing member 171 and the second sub-fixing member 172 can jointly define a mounting cavity, through which the wire harness 14 can pass for fixing the wire harness 14. This arrangement facilitates the replacement of the first sub-fixing member 171 and the second sub-fixing member 172 of different sizes according to the model of the wire harness 14, resulting in good adaptability.

[0132] In some embodiments of this application, such as Figure 17 and Figure 18As shown, the first angle sensor 6 includes: a rotor 61 and a sensor housing 6232. The rotor 61 is fixedly connected to the transmission mechanism 2. At least a portion of the rotor 61 is housed in the sensor housing 6232. The sensor housing 6232 has a first limiting part 621. The interior of the housing 5 has a second limiting part 58. The first limiting part 621 and the second limiting part 58 cooperate to limit the rotation of the first angle sensor 6.

[0133] The rotor 61 can be fixedly connected to the transmission mechanism 2. In some embodiments of this application, the rotor 61 can be welded, snap-fitted, or screwed to the transmission mechanism 2. In some embodiments of this application, the rotor 61 can be fixedly connected to the output component 22, and the output component 22 is drive-connected to the wheel assembly 30. The rotation angle of the output component 22, the rotation angle of the rotor 61, and the steering angle of the wheel assembly 30 are all the same. The first angle sensor 6 can obtain the rotation angle information of the wheel assembly 30 based on the rotation angle of the rotor 61. This setup is convenient for detection and has high accuracy. At least a portion of the rotor 61 is housed in the sensor housing 6232. That is, a portion of the structure of the rotor 61 is housed in the sensor housing 6232, or the entire structure of the rotor 61 is housed in the sensor housing 6232. The corresponding structure can be set according to actual needs.

[0134] The sensor housing 6232 may have a first limiting part 621, and the interior of the housing 5 may have a second limiting part 58. The first limiting part 621 may cooperate with the second limiting part 58 to limit the rotation of the first angle sensor 6 part structure, so that the position of the first angle sensor 6 part structure is fixed relative to the housing 5, and the rotor 61 is rotatable relative to the housing 5, so that the detection process of the first angle sensor 6 can be carried out normally, and the error caused by the relative position change of the sensor housing 6232 can be reduced.

[0135] As some embodiments of this application, the sensor housing 6232 includes a sensor body 622 and a sensor cover 62313. The sensor body 622 and the sensor cover 62313 can be fixedly connected (e.g., snap-fit, screw-fit, etc.) to define an installation space 624. Some components of the first angle sensor 6 can be installed in the installation space 624 so that the components inside the first angle sensor 6 can operate normally.

[0136] As some embodiments of this application, one of the first limiting part 621 and the second limiting part 58 can be constructed as a hook, and the other of the first limiting part 621 and the second limiting part 58 can be constructed as a groove. The hook can engage with the groove so that the first limiting part 621 and the second limiting part 58 engage with each other, so that the position of the first angle sensor 6 part structure is fixed relative to the housing 5, and the rotor 61 can rotate relative to the housing 5, so that the detection process of the first angle sensor 6 can be carried out normally, and the error caused by the relative position change of the sensor housing 6232 can be reduced.

[0137] In some embodiments of this application, such as Figure 17 As shown, one of the first limiting part 621 and the second limiting part 58 is configured as a limiting groove, and the other of the first limiting part 621 and the second limiting part 58 is configured as a limiting protrusion, at least a portion of the limiting protrusion being received in the limiting groove; and / or, the first angle sensor 6 further includes: a signal processing unit 63, at least a portion of the signal processing unit 63 being received in the sensor housing 6232, the signal processing unit 63 being used to output the rotation angle signal of the rotor 61 to the controller 12.

[0138] In this design, one of the first limiting part 621 and the second limiting part 58 can be configured as a limiting groove, and the other of the first limiting part 621 and the second limiting part 58 can be configured as a limiting protrusion. At least a portion of the limiting protrusion can be accommodated in the limiting groove, and the limiting groove can engage with the limiting protrusion to engage the first limiting part 621 and the second limiting part 58 to restrict the rotation of the first angle sensor 6 relative to the housing 5, so that the position of the first angle sensor 6 relative to the housing 5 is fixed, and the rotor 61 can rotate relative to the housing 5, so that the detection process of the first angle sensor 6 can proceed normally. This can reduce the error caused by the relative position change of the sensor housing 6232 relative to the housing 5, thereby improving the measurement accuracy.

[0139] The first angle sensor 6 may further include a signal processing unit 63, which may include a second coil 631 and a signal processor 632. The second coil 631 can be used to detect the position change of the rotor 61 relative to the second coil 631, and transmit the position change information to the signal processor 632 in the form of an output signal. The signal processor 632 then converts the output signal into a rotation angle signal and transmits it to the controller 12. The controller 12 can interpret the rotation angle signal into the rotation angle of the wheel assembly 30. The controller 12 can compare the difference between the user-required rotation angle and the rotation angle of the wheel assembly 30 to adjust the control strategy accordingly. In addition, the signal processing unit 63 has the advantages of simple structure and convenient inspection process.

[0140] In some embodiments of the present invention, such as Figure 19 ,Figure 21 , Figures 23-25 As shown, the steering knuckle 20 of a vehicle according to an embodiment of the present invention includes: a steering knuckle body 201, a first limiting member 2011, and a second limiting member 2012. The steering knuckle body 201 is adapted to be connected to the wheel assembly 30 of the vehicle. The first limiting member 2011 and the second limiting member 2012 are both disposed on the steering knuckle body 201. The first limiting member 2011 and the second limiting member 2012 are arranged around the pivot of the steering knuckle 20 and distributed on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100. The first limiting member 2011 and the second limiting member 2012 are both adapted to be limited and mated with the mating limiting member 4012.

[0141] Both the first limiting member 2011 and the second limiting member 2012 are disposed on the steering knuckle body 201. As some embodiments of this application, the first limiting member 2011 and the second limiting member 2012 can be disposed on the steering knuckle body 201 by means of, but not limited to, welding, screwing, etc. As some embodiments of this application, the first limiting member 2011, the second limiting member 2012 and the steering knuckle body 201 are integrally formed. The first limiting member 2011 and the second limiting member 2012 are arranged around the rotation axis of the steering knuckle 20, and the first limiting member 2011 and the second limiting member 2012 are distributed on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100 around the rotation axis of the steering knuckle 20. The first limiting member 2011 and the second limiting member 2012 can both be limited and engaged with the mating limiting member 4012.

[0142] It should be noted that the corner module device 100 eliminates the traditional tie-rod steering mechanism. Each wheel has a steering drive 10 that directly rotates the steering knuckle 20, thereby driving the wheel assembly 30 to rotate (steer-by-wire). This gives the vehicle greater agility and enables various driving functions such as turning on the spot and crabbing. However, because the traditional tie-rod steering mechanism is eliminated, there is no mechanical connection between the steering wheel and the wheels, allowing the wheels to rotate freely. This can easily lead to the wheel rotation angle exceeding the theoretical design value (oversteering), resulting in the risk of damage to pipelines and other components, and thus poor reliability.

[0143] In this application, by arranging the first limiting member 2011 and the second limiting member 2012 around the pivot of the steering knuckle 20 and distributing them on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100, when the wheel assembly 30 rotates at a certain angle, one of the first limiting member 2011 and the second limiting member 2012 can engage with the mating limiting member 4012 of the mounting bracket 401. When the wheel assembly 30 rotates at a certain angle in the opposite direction, the other of the first limiting member 2011 and the second limiting member 2012 can engage with the mating limiting member 4012 of the mounting bracket 401. This reduces the risk of the wheel assembly 30 rotating too far and reduces the risk of damage to components such as pipeline 90 caused by the wheel assembly 30 rotating at an angle exceeding the theoretical design value (oversteering). This is beneficial to improving the reliability of the corner module device 100. Furthermore, by eliminating the traditional tie-rod steering mechanism, the wheel assembly is no longer limited by the tie-rod angle when turning at 30 degrees, enabling large-angle steering up to 90 degrees. Simultaneously, with independent four-wheel steering, the left and right wheels no longer turn in the same direction and angle, allowing for either inward or outward turning. For example, inward turning allows for emergency braking, improving safety. Moreover, this application employs a design where the moving parts (first limiting member 2011, second limiting member 2012) contact the non-moving parts (the mating limiting member 4012 of the mounting bracket 401) to create a mechanical limiting effect. This design is low-cost, highly reliable, and conducive to industrialization. Additionally, this configuration facilitates adjustments after new vehicle assembly to ensure the steering wheel and wheel positions are synchronized, facilitating steering gear centering and end-point position recognition.

[0144] Therefore, by arranging the first limiting member 2011 and the second limiting member 2012 around the pivot of the steering knuckle 20 and distributing them on both sides of the mating limiting member 4012 of the mounting bracket 401 of the corner module device 100, the first limiting member 2011 and the second limiting member 2012 can jointly limit the rotation distance. This rotation distance can limit the rotation angle of the wheel assembly 30 within a certain range, which can reduce the risk of the wheel assembly 30 rotating too far and improve the reliability of the corner module device 100.

[0145] In some embodiments of the present invention, the first limiting member 2011 and the steering knuckle body 201 are constructed as an integral part or separate parts, and / or the second limiting member 2012 and the steering knuckle body 201 are constructed as an integral part or separate parts.

[0146] In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as a single unit, and the second limiting member 2012 and the steering knuckle body 201 are constructed as a single unit. In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as a single unit, and the second limiting member 2012 and the steering knuckle body 201 are constructed as separate units. In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as separate units, and the second limiting member 2012 and the steering knuckle body 201 are constructed as a single unit. In some embodiments of this application, the first limiting member 2011 and the steering knuckle body 201 are constructed as separate units, and the second limiting member 2012 and the steering knuckle body 201 are constructed as separate units.

[0147] As some embodiments of this application, when the first limiting member 2011 and the steering knuckle body 201 are constructed as separate parts, the first limiting member 2011 can be provided to the steering knuckle body 201 by means of, but not limited to, welding, screwing, etc. As some embodiments of this application, when the second limiting member 2012 and the steering knuckle body 201 are constructed as separate parts, the second limiting member 2012 can be provided to the steering knuckle body 201 by means of, but not limited to, welding, screwing, etc.

[0148] This configuration allows the first limiting member 2011 and the steering knuckle body 201, as well as the second limiting member 2012 and the steering knuckle body 201, to have multiple structural forms, which can be selected according to actual needs, thus improving the selectivity of the steering knuckle 20 structure.

[0149] In some embodiments of the present invention, such as Figure 25 As shown, along the length of the vehicle, the first limiting member 2011 and the second limiting member 2012 are arranged at intervals. As some embodiments of this application, along the length of the vehicle, the first limiting member 2011 is located in front of the second limiting member 2012. The angle between the first limiting member 2011 and the cooperating limiting member 4012 is H, and H satisfies the relationship: 20°≤H≤90°. That is to say, the angle between the first limiting member 2011 and the cooperating limiting member 4012 can be any angle value between 20° and 90°. For example, the angle between the first limiting member 2011 and the cooperating limiting member 4012 can be, but is not limited to, 20°, 50°, 90°, etc. This setting allows for a reasonable angle between the first limiting member 2011 and the cooperating limiting member 4012, which can limit the turning angle of the wheel assembly 30 within a certain range, reduce the risk of the wheel assembly 30 turning too far, and at the same time prevent the turning angle of the wheel assembly 30 from being too small, giving the vehicle greater flexibility to achieve various driving functions such as turning on the spot, lateral driving, and crab driving.

[0150] In some embodiments of the present invention, such as Figure 25As shown, the angle between the second limiting member 2012 and the mating limiting member 4012 is I, and I satisfies the relationship: 45°≤I≤90°. That is, the angle between the second limiting member 2012 and the mating limiting member 4012 can be any angle value between 45° and 90°. For example, the angle between the second limiting member 2012 and the mating limiting member 4012 can be, but is not limited to, 45°, 75°, 90°, etc. This setting makes the angle value between the second limiting member 2012 and the mating limiting member 4012 reasonable, limiting the turning angle of the wheel assembly 30 within a certain range, reducing the risk of the wheel assembly 30 turning too much, while also preventing the turning angle of the wheel assembly 30 from being too small, giving the vehicle greater flexibility to achieve various driving functions such as turning on the spot, lateral movement, and crabbing.

[0151] like Figures 19-22 As shown, the steering knuckle 20 of a vehicle according to an embodiment of the present invention includes: a steering knuckle body 201 and a mating member 202. The steering knuckle body 201 is adapted to be connected to the wheel assembly 30 of the vehicle. Along the rotation axis direction of the steering knuckle 20, a mounting hole is formed at one end of the steering knuckle body 201. The mounting hole is adapted to the mating member 202. The mating member 202 is assembled in the mounting hole and connected to the steering knuckle body 201. The mating member 202 is connected to the transmission mechanism 2 for transmission.

[0152] Along the rotation axis direction of the steering knuckle 20, a mounting hole is formed at one end of the steering knuckle body 201. The mounting hole is adapted to the mating part 202. In some embodiments of this application, the entire structure of the mating part 202 can be accommodated within the mounting hole. The mating part 202 is connected to the steering knuckle body 201. In some embodiments of this application, the mating part 202 can be screwed, snapped, or otherwise connected to the steering knuckle body 201. The mating part 202 can be driven to the output part 22. In some embodiments of this application, the mating part 202 can be splined to the output part 22. The power of the steering drive 10 can be sequentially transmitted to the mating part 202, the steering knuckle body 201, and the wheel assembly 30 to drive the wheel assembly 30 to steer.

[0153] It is understandable that the steering knuckle body 201 and mating part 202 are constructed as separate components. This design allows for the selection of different materials to manufacture the steering knuckle body 201 and mating part 202 separately according to different performance requirements. For example, since the mating part 202 needs to directly transmit the power of the steering drive 10, the material of the mating part 202 needs to be a high-strength, high-wear-resistant, and good fatigue-resistant hard material, such as 40Cr, 45#, 20CrMnTi, etc., to improve the structural strength and durability of the mating part 202. The steering knuckle body 201 can be made of lightweight aluminum alloy or low-cost ductile iron material, such as aluminum alloy, magnesium-aluminum alloy, etc., which is beneficial for vehicle weight reduction and cost reduction. Furthermore, by constructing the steering knuckle body 201 and mating part 202 as separate components, the steering knuckle body 201 and mating part 202 can be manufactured separately, thereby reducing manufacturing and maintenance difficulties.

[0154] In the above embodiment, by connecting the steering knuckle 20 to the output component 22 and the wheel assembly 30, the steering knuckle 20 can transmit the power of the steering drive 10 to the wheel assembly 30 to drive the wheels to steer. This structure allows for a larger turning angle of the wheel assembly 30, giving the vehicle greater agility. Furthermore, by constructing the steering knuckle body 201 and the mating component 202 as separate parts, different materials can be selected to manufacture the steering knuckle body 201 and the mating component 202 according to different performance requirements. While meeting performance requirements, the weight of the steering knuckle 20 can be reduced, so that the steering knuckle 20 has the advantages of high strength, light weight, and low cost, thereby improving the reliability of the steering knuckle 20.

[0155] In some embodiments of this application, the vehicle steering knuckle 20 further includes a connector, which passes through the steering knuckle body 201 and the mating member 202 to connect the steering knuckle body 201 and the mating member 202.

[0156] The connecting component can be constructed as a bolt, screw, etc., and can be simultaneously inserted into the steering knuckle body 201 and the mating component 202 to fix the steering knuckle body 201 and the mating component 202 together, thereby improving the connection stability of the steering knuckle body 201 and the mating component 202. As some embodiments of this application, the connecting component extends along the rotation axis direction of the steering knuckle 20. When the vehicle experiences bumps (up and down movement), this arrangement can reduce the risk of relative displacement or even separation between the steering knuckle body 201 and the mating component 202 along the rotation axis direction of the steering knuckle 20, thereby improving the structural stability and reliability of the steering knuckle 20 and improving the transmission effect.

[0157] As some embodiments of this application, there may be multiple connectors, and the number of connectors may be two, three, four, etc. Multiple connectors may be evenly spaced along the circumference, and multiple connectors may be used to fix the steering knuckle body 201 and the mating part 202 to further improve the connection stability of the steering knuckle body 201 and the mating part 202.

[0158] In some embodiments of this application, the mating part 202 is interference-fitted into the mounting hole.

[0159] The steering knuckle 20 can be press-fitted so that the mating part 202 is interference-fitted into the mounting hole, so as to minimize or even eliminate the gap between the mating part 202 and the mounting hole after press-fitting, making the connection between the mating part 202 and the mounting hole more secure and tight.

[0160] In some embodiments of this application, such as Figure 22 As shown, the mating part 202 includes: a first mating body 2021 along a plane orthogonal to the axis of rotation of the steering knuckle 20, and the cross-sectional structure of the first mating body 2021 is polygonal.

[0161] In this design, the cross-section of the first mating body 2021 along a plane orthogonal to the axis of rotation of the steering knuckle 20 can be constructed as a polygon, such as a quadrilateral, pentagon, or hexagon. Along this plane, the cross-section of the first mating body 2021 can be adapted to the cross-section of the mounting hole, so that the mounting hole and the mating part 202 are compatible. This facilitates the interference fit of the mating part 202 into the mounting hole, reducing installation difficulty. By constructing the cross-section of the first mating body 2021 as a polygon, compared to a circular cross-section, the polygonal cross-section reduces the risk of relative rotation between the mating part 202 and the steering knuckle body 201, which is beneficial for transmitting greater torque and improving power transmission efficiency.

[0162] In some embodiments of this application, such as Figure 22 As shown, the mating part 202 further includes: a second mating body 2022, which is connected to the first mating body 2021 and has an assembly hole 2023. The assembly hole 2023 mates with the connecting part. The orthographic projection of the assembly hole 2023 onto the plane orthogonal to the axis of rotation of the steering knuckle 20 is located outside the orthographic projection of the first mating body 2021 onto the plane orthogonal to the axis of rotation of the steering knuckle 20.

[0163] The first mating body 2021 can be connected to the second mating body 2022. In some embodiments of this application, the first mating body 2021 and the second mating body 2022 can be integrally formed, or the first mating body 2021 can be welded, screwed, etc., to the second mating body 2022. The second mating body 2022 can have an assembly hole 2023, which can mate with a connecting member. In some embodiments of this application, the connecting member can be constructed as a bolt. The assembly hole 2023 can have an internal thread, and the external thread of the bolt can mate with the internal thread of the assembly hole 2023, so that the connecting member can be screwed into the mounting hole corresponding to the assembly hole 2023 on the steering knuckle body 201, thereby fixing the steering knuckle body 201 and the mating member 202. By providing the assembly hole 2023 in the second mating body 2022, it is easier to fix the mating member 202 to the steering knuckle body 201, which helps to reduce the installation difficulty.

[0164] Furthermore, the orthographic projection of the mounting hole 2023 onto a plane orthogonal to the axis of rotation of the steering knuckle 20 is located outside the orthographic projection of the first mating body 2021 onto a plane orthogonal to the axis of rotation of the steering knuckle 20. This arrangement eliminates the need for holes in the first mating body 2021, avoiding the problem of reduced structural strength of the first mating body 2021 due to the presence of holes, thereby improving reliability. As some embodiments of this application, the projections of multiple mounting holes 2023 can be arranged around the projection of the first mating body 2021, so that the fixing points are relatively dispersed, thereby improving connection stability.

[0165] In some embodiments of this application, such as Figure 20 and Figure 22 As shown, the mating part 202 has a mating hole 2024, which has an internal spline. The internal spline is adapted to mate with the steering drive 10 spline, and the internal spline is constructed as a tapered spline.

[0166] The mating part 202 may have a mating hole 2024, the central axis of which is in the same direction as the rotation axis of the steering knuckle 20. The mating hole 2024 may have an internal spline, which can mate with the spline of the output part 22 of the steering actuator 10. Specifically, the internal spline of the mating hole 2024 can mate with the external spline of the output part 22 to sequentially transmit the power of the output part 22 to the mating part 202, the steering knuckle body 201, and the wheel assembly 30. By mates the internal spline with the spline of the steering actuator 10, the power can be transmitted more evenly and the load-bearing capacity of the steering knuckle 20 can be improved.

[0167] Furthermore, the internal spline can be constructed as a tapered spline. The tapered spline has axial positioning characteristics, which can position the output part 22 into the mating hole 2024, thereby reducing installation difficulty and assembly error. In addition, this setting can make the surface contact stress distribution more uniform, effectively disperse alternating loads, reduce the risk of damage to the mating part 202 due to excessive stress, and help extend the service life of the mating part 202.

[0168] In some embodiments of this application, the taper of the taper spline is Ø, satisfying the relationship: 2°≤Ø≤5°.

[0169] The taper of the taper spline can be Ø, and Ø can satisfy the relationship: 2°≤Ø≤5°. Ø can be 2°, 3°, 5°, etc. This setting is reasonable to reduce assembly errors, make the surface contact stress distribution more uniform, effectively disperse alternating loads, and extend the service life of mating parts 202.

[0170] like Figure 26 As shown, the corner module device 100 further includes: an upper control arm structure 40 and a lower control arm structure 50. Along a third direction, at least a portion of the upper control arm structure 40 and the lower control arm structure 50 are located on the same side of the steering knuckle 20. The lower control arm structure 50 and the upper control arm structure 40 are arranged along the rotation axis direction of the steering knuckle 20. The lower control arm structure 50 is hinged to the steering knuckle 20. The upper control arm structure 40 includes a mounting bracket 401, a first control arm 402 and a second control arm 403. The first control arm 402 and the second control arm 403 are spaced apart along a fourth direction and are both adapted to be connected to the vehicle frame. The first control arm 402 and the second control arm 403 are both hinged to the mounting bracket 401. The steering drive 10 is fixed to the mounting bracket 401 and is drively connected to the steering knuckle 20 to drive the steering knuckle 20 to steer the wheel assembly 30. The third direction, the fourth direction and the rotation axis direction of the steering knuckle 20 intersect each other.

[0171] The steering knuckle 20 can be connected to the vehicle's wheel assembly 30. The wheel assembly 30 can be mounted on the steering knuckle 20 via a wheel hub 220 and bearings, enabling the wheel assembly 30 to perform steering movements. Along a third direction, at least a portion of the upper control arm structure 40 and the lower control arm structure 50 can be located on the same side of the steering knuckle 20. Both the lower control arm structure 50 and the upper control arm structure 40 can be located on the side of the steering knuckle 20 opposite to the wheel assembly 30. The lower control arm structure 50 and the upper control arm structure 40 can be arranged along the height direction of the corner module device 100. When the corner module device 100 is... Figure 26 When setting the direction, the third direction is... Figure 26 In the X direction, the height direction of the corner module device 100 is... Figure 26The Z-direction, third-direction, and height direction of the corner module 100 are perpendicular to each other. The third-direction can be the width direction of the vehicle, and the height direction of the corner module 100 can be the height direction of the vehicle. The rotation axis direction of the steering knuckle 20 can be the height direction of the corner module 100.

[0172] The lower control arm structure 50 can be hinged to the steering knuckle 20, which can rotate relative to the lower control arm structure 50, thereby realizing the steering function of the wheel assembly 30. During vehicle operation, the suspension system will continuously move with the road conditions, and the lower control arm structure 50 will swing up and down. The lower control arm structure 50 is hinged to the steering knuckle 20, allowing the steering knuckle 20 to move freely within a certain range. This enables the wheel assembly 30 to maintain the correct posture when bouncing up and down, and also allows other components of the suspension system, such as springs and shock absorbers 91, to work normally, which helps to improve the stability and comfort of the vehicle.

[0173] As some embodiments of this application, the end of the lower control arm structure 50 connected to the steering knuckle 20 may be formed with a ball joint structure. The ball joint structure can be installed in the corresponding hole of the steering knuckle 20. The ball joint structure can rotate in multiple directions, so that the steering knuckle 20 can swing around the center of the ball joint structure during steering, thereby realizing the steering function of the vehicle. At the same time, the steering knuckle 20 can also adapt to the forces caused by uneven road surfaces, which is beneficial to improving the stability and controllability of the vehicle when driving.

[0174] The upper control arm structure 40 may include a mounting bracket 401, a first control arm 402, and a second control arm 402. The first control arm 402 and the second control arm 402 may be arranged opposite to each other along a fourth direction, and the first control arm 402 and the second control arm 402 may be spaced apart along the fourth direction. When the corner module device 100 is as follows... Figure 26 When setting the direction, the fourth direction is... Figure 26The Y-direction, third direction, fourth direction, and height direction of the corner module device 100 intersect each other (e.g., perpendicularly), and the fourth direction can be the front-rear direction of the vehicle. Both the first control arm 402 and the second control arm 402 can be connected to the vehicle frame, and both can be connected to the vehicle frame via bushings. Bushings are generally made of materials such as rubber and polyurethane; this application uses a rubber bushing as an example. Rubber bushings have good elasticity and vibration damping performance, effectively absorbing vibrations and impacts during vehicle operation. Bushings can be installed at the connection points between the first control arm 402 and the frame, and bushings can be installed at the connection points between the second control arm 402 and the frame. Bushings act as padding and buffering, reducing friction between the first and second control arms 402 and the frame, while also providing vibration damping and sound insulation, improving vehicle ride comfort. By selecting bushings with appropriate stiffness and damping characteristics, a certain elastic deformation can be provided when the suspension system bounces, thereby achieving reasonable suspension system performance.

[0175] As some embodiments of this application, when installing the first control arm 402, a bushing can be pressed into a corresponding hole in the first control arm 402, and a bolt can pass through the central hole of the bushing, thereby connecting the first control arm 402 and the vehicle frame together by bolts, thus fixing the first control arm 402 and the vehicle frame together. When installing the second control arm 402, a bushing can be pressed into a corresponding hole in the second control arm 402, and a bolt can pass through the central hole of the bushing, thereby connecting the second control arm 402 and the vehicle frame together by bolts, thus fixing the second control arm 402 and the vehicle frame together.

[0176] The first control arm 402, mounting bracket 401, and second control arm 402 can be arranged along a fourth direction. The mounting bracket 401 is connected to both the first and second control arms 402. The first and second control arms 402 can be respectively located at both ends of the mounting bracket 401. Both the first and second control arms 402 are hinged to the mounting bracket 401 and can rotate relative to the mounting bracket 401. By decoupling the rotational degrees of freedom of the connection point between the first and second control arms 402 and the mounting bracket 401, the anti-pitch geometry of the upper control arm structure 40 can be achieved. This effectively reduces the vehicle's pitch motion during braking and acceleration, resulting in a stable driving posture and further improving vehicle stability, thus facilitating driver control. Furthermore, by setting a reasonable hardpoint design for the first control arm 402, reasonable suspension system performance can be achieved.

[0177] The steering actuator 10 can be fixed to the mounting bracket 401. The steering actuator 10 can be connected to the mounting bracket 401 by means of snap-fit, bolt connection, etc. The steering actuator 10 can be driven to rotate the steering knuckle 20. When the steering actuator 10 drives the steering knuckle 20 to rotate, the steering knuckle 20 can drive the wheel assembly 30 to turn. As an example, the steering actuator 10 may include an output component 22, which can be driven to rotate the steering knuckle 20 via a spline. When the steering actuator 10 is working, the steering actuator 10 can drive the output component 22 to rotate, and the output component 22 can drive the steering knuckle 20 to rotate, thereby achieving the effect of the steering actuator 10 driving the steering knuckle 20 to rotate.

[0178] In the embodiments of this application, the upper control arm structure 40 includes a mounting bracket 401, a first control arm 402, and a second control arm 402. The steering drive 10 can be fixed to the mounting bracket 401. The first control arm 402 and the second control arm 402 are both hinged to the mounting bracket 401, which can better install the steering drive 10 and make the arrangement of the steering drive 10 reasonable. The upper control arm structure 40 of the corner module device 100 includes the first control arm 402 and the second control arm 402, so that the design parameters of the suspension system's toe-in change meet the design requirements, which can achieve reasonable suspension system performance and effectively improve the stability of the vehicle when driving and when cornering.

[0179] Mounting bracket 401 includes bracket body 4011 and mating limiting member 4012. The mating limiting member 4012 is disposed on bracket body 4011. In some embodiments of this application, the mating limiting member 4012 can be disposed on bracket body 4011 by means of, but not limited to, welding, screwing, snap-fitting, etc. In some embodiments of this application, the mating limiting member 4012 and bracket body 4011 can be integrally formed. Steering drive 10 can be fixed to bracket body 4011. First control arm 402 and second control arm 403 are both hinged to bracket body 4011. First limiting member 2011 and second limiting member 2012 are arranged around the rotation axis of steering knuckle 20 and distributed on both sides of mating limiting member 4012. First limiting member 2011 and second limiting member 2012 can both engage with mating limiting member 4012 for limiting. When the wheel rotates at a certain angle, first limiting member 2011 and second limiting member 2012... One of the two limiting members 2011 and 2012 can engage with the limiting member 4012 of the mounting bracket 401. When the wheel rotates in the opposite direction by a certain angle, the other of the limiting members 2011 and 2012 can engage with the limiting member 4012 of the mounting bracket 401. This can reduce the risk of the wheel rotating too far and reduce the risk of damage to components such as pipeline 90 caused by the wheel rotation angle exceeding the theoretical design value (oversteering). This is beneficial to improving the reliability of the corner module device 100.

[0180] In some embodiments of this application, such as Figure 20 As shown, along the rotation axis direction of the steering knuckle 20, the steering knuckle 20 and the mounting bracket 401 are spaced apart by a distance L, satisfying the relationship: 2mm≤L≤15mm.

[0181] Along the rotation axis of the steering knuckle 20, the steering knuckle 20 can be spaced apart from the mounting bracket 401. The distance between the steering knuckle 20 and the mounting bracket 401 can be L, where L satisfies the relationship: 2mm ≤ L ≤ 15mm. L can be 2mm, 5mm, 10mm, 15mm, etc. This arrangement allows the steering knuckle 20 and the mounting bracket 401 to be spaced at a certain distance, avoiding interference between them and allowing the steering knuckle 20 to rotate relative to the mounting bracket 401. Furthermore, this arrangement allows for appropriate control of the distance between the steering knuckle 20 and the mounting bracket 401, reducing the length of the components between them and lowering the risk of twisting due to excessive length, thereby improving the safety of the steering knuckle 20 in use.

[0182] In some embodiments of this application, such as Figure 27 As shown, the steering knuckle body 201 includes: a steering knuckle body 2013, a first connecting part 2014 and a second connecting part 2015. The steering knuckle body 2013 is connected between the first connecting part 2014 and the second connecting part 2015. The first connecting part 2014 has a mounting hole. The lower control arm structure 50 is hinged to the second connecting part 2015.

[0183] Along the height direction of the corner module device 100 (the direction of the steering knuckle 20's rotation axis), the first connecting part 2014, the steering knuckle body 2013, and the second connecting part 2015 can be arranged sequentially. The steering knuckle body 2013 can be connected between the first connecting part 2014 and the second connecting part 2015, and the first connecting part 2014 can be located above the second connecting part 2015. The first connecting part 2014 has a mounting hole, and the mating part 202 is assembled into the mounting hole and connected to the steering knuckle body 201. The steering drive 10 can drive the first connecting part 2014 to rotate via a spline. The first connecting part 2014 can directly receive the steering force and steering signal from the steering drive 10, so that when the driver turns the steering wheel, the steering knuckle 20 can accurately rotate according to the instructions of the steering drive 10, thereby precisely controlling the steering angle of the wheel assembly 30, achieving precise vehicle steering, and further improving driving control and safety. The lower control arm structure 50 can be hinged to the second connecting part 2015 via a ball joint structure. The second connecting part 2015 can rotate and swing relative to the lower control arm structure 50. The lower control arm structure 50 can limit the movement trajectory of the wheel in the vertical plane, so that the wheel assembly 30 maintains the correct posture when jumping up and down. The steering knuckle 20 can work in conjunction with the lower control arm structure 50 to maintain the stability of the vehicle during driving and reduce body sway and deviation caused by uneven road surface or changes in vehicle driving status.

[0184] The steering knuckle 20 needs to withstand the forces caused by uneven road surfaces. By connecting the steering knuckle 20 to both the steering actuator 10 and the lower control arm structure 50, the steering knuckle 20 can effectively distribute and transmit the forces to different components. Through a well-designed connection structure and parameters between the steering knuckle 20 and the lower control arm structure 50, and by appropriately arranging the position of the steering actuator 10, the corner module device 100 can maintain good performance under various driving conditions, further improving vehicle stability.

[0185] In some embodiments of the present invention, such as Figure 26 As shown, the corner module device 100 may further include: a vibration damper 91, which extends along the height direction of the corner module device 100, and the lower end of the vibration damper 91 is connected to the lower control arm structure 50. Along the fourth direction, the first control arm 402 and the second control arm 403 are located on both sides of the vibration damper 91.

[0186] The vibration damper 91 can extend along the height direction of the corner module device 100. The lower end of the vibration damper 91 can be connected to the lower control arm structure 50 via a bushing. As an example, the lower end of the vibration damper 91 may include a first sub-arm and a second sub-arm. The first and second sub-arms can be configured with mounting notches that can mate with the lower control arm structure 50. The lower control arm structure 50 can be formed with mating mounting holes that extend along a fourth direction and are located on both sides of the lower control arm structure 50. The first and second sub-arms can be connected to the lower control arm structure 50 via bushings, respectively. The bushings can be pressed into the mating mounting holes, and bolts can pass through the central hole of the bushings. The bolts can connect the lower control arm structure 50 and the first sub-arm together, and the bolts can connect the lower control arm structure 50 and the second sub-arm together, thereby fixing the lower control arm structure 50 and the lower end of the vibration damper 91 together, allowing the lower control arm structure 50 to rotate and swing.

[0187] Along the fourth direction, the first control arm 402 and the second control arm 403 are located on both sides of the shock absorber 91. During vehicle operation, road bumps are transmitted to the suspension system through the wheel assembly 30, and then to the frame through the suspension system. The shock absorber 91 can effectively buffer and absorb these vibration energies, reduce the impact on the frame, make the vehicle ride more smoothly, and improve ride comfort.

[0188] like Figure 19 As shown, the corner module device 100 also includes: a hub motor assembly 60, a brake disc 70, and a brake caliper 80. The hub motor assembly 60 is located on the steering knuckle body 2013, the brake disc 70 is located on the rotor of the hub motor assembly 60, and the brake caliper 80 is located on the steering knuckle body 2013 and is used to brake in conjunction with the brake disc 70.

[0189] The hub motor assembly 60 can be located on the steering knuckle body 2013. In some embodiments of this application, the hub motor assembly 60 can be welded to the steering knuckle body 2013, screwed in, etc. The brake disc 70 can be located on the rotor of the hub motor assembly 60. In some embodiments of this application, the brake disc 70 can be welded to the rotor of the hub motor assembly 60, screwed in, etc. The brake caliper 80 is located on the steering knuckle body 2013 and can engage with the brake disc 70 to brake the vehicle.

[0190] When the vehicle's wheels rotate, the brake disc 70 can rotate together with the rotor. The brake disc 70 and the brake caliper 80 can together form a disc brake structure. When the vehicle brakes, the brake caliper 80 moves toward the brake disc 70 and eventually comes into contact with the brake disc 70, braking the vehicle through the friction between the brake caliper 80 and the brake disc 70.

[0191] As some embodiments of this application, the braking effect of the vehicle can be achieved by the brake caliper 80 and the brake disc 70 alone. Alternatively, the braking effect of the vehicle can be achieved by controlling the hub motor assembly 60 and the brake caliper 80 to work together. This arrangement can reduce the wear of the brake caliper 80 and the brake disc 70 and extend the service life of the corner module device 100.

[0192] Therefore, by integrating the hub motor assembly 60, brake disc 70, and brake caliper 80 into the steering knuckle 20, the vehicle's braking and driving functions are integrated into the steering knuckle 20, thereby improving the integration level.

[0193] Alternatively, the corner module device 100 may also include: a brake disc 70 and a brake caliper 80, wherein the brake disc 70 is adapted to be disposed on the wheel hub 301 of the wheel assembly 30, and the brake caliper 80 is disposed on the steering knuckle body 2013 and is used to brake in conjunction with the brake disc 70.

[0194] The brake disc 70 can be mounted on the wheel hub 301 of the wheel assembly 30. As some embodiments of this application, the brake disc 70 assembly can be welded to the wheel hub 301, screwed together, etc. The brake caliper 80 is mounted on the steering knuckle body 2013 and is used to cooperate with the brake disc 70 to brake the vehicle. This arrangement has a simple structure and can achieve the effect of reducing the number of parts.

[0195] As some embodiments of this application, such as Figure 19 As shown, the steering knuckle body 2013 can also provide mounting points for the arrangement of pipeline 90, so as to facilitate the arrangement and installation of pipeline 90 and reduce interference between components.

[0196] like Figure 28 As shown, the vehicle corner module assembly according to the embodiments of this application includes the vehicle corner module device 100 of the above embodiments. There are multiple corner module devices 100, including: a corner module device 100 located at the front left, a corner module device 100 located at the rear left, a corner module device 100 located at the front right, and a corner module device 100 located at the rear right. The corner module device 100 located at the front left and the corner module device 100 located at the rear right have the same structure, and the corner module device 100 located at the rear left and the corner module device 100 located at the front right have the same structure.

[0197] The vehicle can have multiple corner module devices 100, which can be located at different positions on the vehicle. These multiple corner module devices 100 may include: a corner module device 100 located at the front left, a corner module device 100 located at the rear left, a corner module device 100 located at the front right, and a corner module device 100 located at the rear right. Each corner module device 100 can be connected to the wheel assembly 30 on its corresponding side. Specifically, the front left corner module device 100 can be connected to the wheel assembly 30 located at the front left of the vehicle; the rear left corner module device 100 can be connected to the wheel assembly 30 located at the rear left of the vehicle; the front right corner module device 100 can be connected to the wheel assembly 30 located at the front right of the vehicle; and the rear right corner module device 100 can be connected to the wheel assembly 30 located at the rear right of the vehicle.

[0198] like Figure 28 As shown, the corner module device 100 located at the front left and the corner module device 100 located at the rear right can have the same structure. The corner module device 100 installed at the front left of the vehicle and the corner module device 100 installed at the rear right of the vehicle can use the same type of corner module device 100, that is, the corner module device 100 located at the front left and the corner module device 100 located at the rear right can use the first corner module device 110. The corner module device 100 located at the rear left and the corner module device 100 located at the front right can have the same structure. The corner module device 100 installed at the rear left of the vehicle and the corner module device 100 installed at the front right of the vehicle can use the same type of corner module device 100, that is, the corner module device 100 located at the rear left and the corner module device 100 located at the front right can use the second corner module device 120. The first corner module device 110 and the second corner module device 120 can have the same structure, or they can be different. A corner module device 100 with the same structure can be used in different positions on the vehicle. This is beneficial for achieving the effect of modular design of the corner module device 100, improving the versatility of the corner module device 100, reducing the types of corner module devices 100, shortening the development cycle of the corner module device 100, reducing the development cost of the corner module device 100, and reducing the management cost of the corner module device 100.

[0199] This application can drive the transmission mechanism 2 to rotate through the drive component 11 of the steering drive 10, thereby driving the steering knuckle 20 to rotate and thus driving the wheel assembly 30 to turn. This eliminates the traditional tie rod steering mechanism, making the steering wheel and wheel assembly 30 mechanically disconnected, thereby increasing the steering wheel's position adjustment range and improving the user's driving experience. Furthermore, by arranging multiple steering drives 10 corresponding one-to-one with multiple wheel assemblies 30, four-wheel steering function can be achieved, which is beneficial to improving the vehicle's steering flexibility and driving stability.

[0200] The vehicle according to the embodiments of this application includes the corner module device 100 of the vehicle described in the above embodiments. This application can drive the transmission mechanism 2 to rotate via the drive member 11 of the steering drive 10, thereby driving the wheel assembly 30 to steer. This eliminates the need for a traditional tie-rod steering mechanism, eliminating the mechanical connection between the steering wheel and the wheel assembly 30, thus increasing the steering wheel's position adjustment range and improving the user's driving experience. Furthermore, by arranging multiple steering drives 10 corresponding one-to-one with multiple wheel assemblies 30, four-wheel steering can be achieved, which helps improve the vehicle's steering flexibility and driving stability.

[0201] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0202] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0203] In the description of this invention, "a plurality of" means two or more.

[0204] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0205] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0206] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0207] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A corner module device for a vehicle, characterized in that, include: A steering drive includes a driving component, a transmission mechanism, and a locking mechanism. The transmission mechanism is connected to the driving component and includes multiple transmission components that are sequentially connected. Two transmission components that are directly connected to each other form a reduction gear. The locking mechanism can lock or unlock the driving component or the transmission mechanism. A steering knuckle adapted to be connected to the wheel assembly of the vehicle, a transmission mechanism being drively connected to the steering knuckle, and a steering drive capable of driving the steering knuckle to steer the wheel assembly.

2. The vehicle corner module device according to claim 1, characterized in that, The locking mechanism includes a locking member and a mating member. The mating member is disposed on the transmission mechanism or the driving member. The locking member can lock the mating member by engaging with the mating member, and the locking member can unlock the mating member.

3. The vehicle corner module device according to claim 1, characterized in that, The deceleration group is multiple groups, with at least one group of two transmission components arranged along a first direction, and at least one group of two transmission components arranged along a second direction, wherein the first direction and the second direction intersect.

4. The vehicle corner module device according to claim 1, characterized in that, The steering drive further includes: a housing and a plug, the housing defining a receiving space and forming a communication hole communicating with the receiving space, at least one of the transmission components being received in the receiving space and including a transmission shaft, the communication hole corresponding to the transmission shaft, and the plug being detachably disposed on the housing and covering the communication hole.

5. The vehicle corner module device according to claim 1, characterized in that, The steering drive also includes a first angle sensor and a controller. The first angle sensor is located in the transmission mechanism, and both the first angle sensor and the drive component are communicatively connected to the controller.

6. The vehicle corner module device according to claim 1, characterized in that, The steering knuckle includes: a steering knuckle body, a first limiting member, and a second limiting member. The steering knuckle body is adapted to be connected to the wheel assembly. The first limiting member and the second limiting member are both disposed on the steering knuckle body. The first limiting member and the second limiting member are arranged around the pivot of the steering knuckle and distributed on both sides of the mating limiting member of the mounting bracket of the corner module device. The first limiting member and the second limiting member are both adapted to be limited and mated with the mating limiting member.

7. The vehicle corner module device according to claim 1, characterized in that, The steering knuckle includes a steering knuckle body and a mating component. The steering knuckle body is adapted to be connected to the wheel assembly. Along the rotation axis direction of the steering knuckle, a mounting hole is formed at one end of the steering knuckle body. The mounting hole is adapted to the mating component. The mating component is assembled in the mounting hole and connected to the steering knuckle body. The mating component is drively connected to the transmission mechanism.

8. The corner module device for a vehicle according to claim 1, characterized in that, Also includes: An upper control arm structure and a lower control arm structure are arranged along a third direction. At least a portion of the upper control arm structure and the lower control arm structure are located on the same side of the steering knuckle. The lower control arm structure and the upper control arm structure are arranged along the rotation axis direction of the steering knuckle. The lower control arm structure is hinged to the steering knuckle. The upper control arm structure includes a mounting bracket, a first control arm, and a second control arm. The first control arm and the second control arm are spaced apart along a fourth direction and are both adapted to be connected to the vehicle frame. The first control arm and the second control arm are both hinged to the mounting bracket. The steering drive is fixed to the mounting bracket and is drively connected to the steering knuckle to drive the steering knuckle to steer the wheel assembly. The third direction, the fourth direction, and the rotation axis direction of the steering knuckle intersect each other.

9. The corner module device for a vehicle according to claim 8, characterized in that, Along the rotation axis of the steering knuckle, the steering knuckle and the mounting bracket are spaced apart by a distance L, satisfying the relationship: 2mm≤L≤15mm.

10. A corner module assembly for a vehicle, characterized in that, The vehicle includes a corner module device according to any one of claims 1-9, wherein there are multiple corner module devices, and the multiple corner module devices include: a corner module device located at the front left, a corner module device located at the rear left, a corner module device located at the front right, and a corner module device located at the rear right, wherein the corner module device located at the front left and the corner module device located at the rear right have the same structure, and the corner module device located at the rear left and the corner module device located at the front right have the same structure.

11. A vehicle, characterized in that, It includes at least one corner module device of a vehicle according to any one of claims 1-9, or includes a corner module assembly of a vehicle according to claim 10.

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