Drive-by-wire chassis device and vehicle

Abstract

The invention discloses a drive-by-wire chassis device and a vehicle. A drive-by-wire chassis comprises a driving assembly and a suspension assembly, and the driving assembly comprises a driving motor; the input end of the multi-stage transmission system is connected with the output end of the driving motor, and the multi-stage transmission system is used for transmitting power to the wheel end and achieving switching of at least two speed ratios; the integrated axle housing is provided with an accommodating cavity for accommodating the multi-stage transmission system; the integrated axle housing comprises a plurality of mounting surfaces with different surfaces, and the mounting surfaces are used for being connected with different functional parts and suspension assemblies in the multi-stage transmission system correspondingly. And the running and parking integrated brake is arranged in the integrated axle housing, is integrated on a power transmission path of the multi-stage transmission system, and provides parking and running braking functions for wheels. According to the scheme, at least two speed ratios are switched through the multi-stage transmission system, and the multi-working-condition requirements of adaptive heavy-load starting, high-speed cruising and the like are met. In addition, according to the scheme of the invention, a plurality of different mounting surfaces are processed on the integrated axle housing, so that higher structural integration level and bearing reliability are realized.

Description

Technical Field

[0001] This application generally relates to the field of transportation equipment technology. More specifically, this application relates to a drive-by-wire chassis device; further, this application also relates to a vehicle. Background Technology

[0002] With the rapid development of new energy vehicles and autonomous shuttle buses, drive-by-wire chassis, as the core execution unit of such equipment, have become key factors determining the overall performance of the equipment in terms of integration, power adaptability, compactness, reliability, and energy consumption. Drive-by-wire chassis need to integrate multiple systems such as drive, transmission, braking, steering, and suspension within a limited space to meet the power requirements of different working conditions, while also taking into account lightweight design to reduce energy consumption and ensure safe operation in autonomous driving scenarios.

[0003] However, current mainstream drive-by-wire chassis devices still have significant shortcomings in structural design and functional matching, making it difficult to meet the aforementioned requirements. Firstly, their structural layout is loose and lacks integration, with each component occupying its own space. This not only results in a large chassis size but also fails to provide sufficient installation space for critical components such as batteries and autonomous driving sensors, thus restricting the functional expansion of the drive-by-wire chassis. Secondly, existing drive-by-wire chassis generally use a single-speed ratio transmission structure, with the transmission ratio designed only for a single operating condition. When encountering low-speed, high-load conditions such as climbing hills or heavy-load starts, the output torque of the drive motor cannot be amplified through the speed ratio, leading to insufficient power.

[0004] In view of this, there is an urgent need to provide a drive-by-wire chassis device and vehicle that can improve integration and optimize dynamic adaptability. Summary of the Invention

[0005] In order to at least solve one or more of the technical problems mentioned above, this application proposes a highly integrated and dynamically adaptable drive-by-wire chassis device and vehicle in several aspects.

[0006] In a first aspect, this application provides a drive-by-wire chassis device, comprising a drive assembly and a suspension assembly, wherein the drive assembly includes: a drive motor; a multi-stage transmission system, the input end of which is connected to the output end of the drive motor for transmitting power to the wheel ends and enabling switching between at least two speed ratios; an integrated axle housing having a receiving cavity for accommodating the multi-stage transmission system; the integrated axle housing including multiple non-uniform mounting surfaces for respectively connecting different functional components of the multi-stage transmission system and the suspension assembly; and an integrated driving and parking brake disposed inside the integrated axle housing and integrated into the power transmission path of the multi-stage transmission system to provide braking function for the wheels.

[0007] In some embodiments, the integrated bridge housing includes a first sleeve and a second sleeve, wherein the first sleeve is connected to a notch in the middle region of the second sleeve; the interior of the first sleeve has a first mounting surface; and the two ends of the second sleeve have a second mounting surface and a third mounting surface.

[0008] In some embodiments, the multi-stage transmission system includes a two-speed gearbox, a final reducer, a differential, and a wheel-side reducer connected in sequence, wherein the two-speed gearbox is fixedly connected to the first mounting surface; the output of the final reducer directly drives the differential, and both are rigidly fixed to the second mounting surface and the third mounting surface by a support.

[0009] In some embodiments, the outer surface of the first sleeve is configured as a fourth mounting surface, which is an annular cylindrical surface; the suspension assembly includes a swing arm with a rotary mounting cavity; the first sleeve extends into the rotary mounting cavity, a sliding bearing is fitted on the fourth mounting surface, and the axial positioning is achieved by a positioning plate to realize the rotary connection between the suspension assembly and the integrated axle housing.

[0010] In some embodiments, the inner wall of the first sleeve has a first annular boss disposed along its axial direction, and the surface of the first annular boss forms the first mounting surface.

[0011] In some embodiments, the outer wall of the first sleeve has a second annular boss disposed along its axial direction, and the surface of the second annular boss has a protruding stop boss.

[0012] In some embodiments, the two-speed transmission includes a planetary gear set, a clutch assembly, and a brake assembly; the clutch assembly is configured to selectively engage the sun gear and the planet carrier to achieve rigid synchronous rotation of the two; the brake assembly is configured to selectively fix the ring gear; the clutch assembly and the brake assembly are configured to enable the planet carrier to output different speed ratios by engaging or disengaging.

[0013] In some embodiments, the clutch assembly includes a clutch chamber and a clutch moving plate and a clutch stationary plate controlled by a clutch piston; the brake assembly includes a brake moving plate and a brake stationary plate controlled by a brake piston; a first return mechanism is provided between the clutch chamber and the clutch piston, and a second return mechanism is provided between the brake piston and the output flange; and the first return mechanism and the second return mechanism are configured to drive the clutch piston and the brake piston to return to their respective positions after the corresponding oil chambers are depressurized.

[0014] In some embodiments, the integrated parking brake is a wet multi-disc brake, integrated at the output end of the main reducer and differential or the input end of the wheel-side reducer, comprising: a moving disc and a stationary disc; a parking brake unit comprising a parking spring assembly and a parking piston, configured to selectively press the moving disc and the stationary disc by the preload of the parking spring assembly; and a service brake unit comprising a service piston and a return spring assembly, configured to selectively press the moving disc and the stationary disc by hydraulic pressure; wherein the parking brake unit and the service brake unit share and act together on the same set of moving discs and stationary discs.

[0015] In some embodiments, the outer circumference of the brake cavity is provided with a parking brake release oil passage, a service brake actuation oil passage, and a temporary venting passage; wherein, the temporary venting passage is configured to allow high-pressure oil flowing into the parking brake release oil passage and the service brake actuation oil passage to pass through without pressure loss.

[0016] In some embodiments, the suspension assembly includes: a support arm comprising a first support portion and a second support portion; the upper surface of the second support portion having a horizontally arranged mounting platform; a swing arm comprising an annular member and a swivel connection portion disposed at an end of the annular member; the outer peripheral wall of the annular member being hinged to the first support arm via a hinge structure; and a lifting mechanism having one end hinged to the second support arm via a hinge structure and the other end hinged to the swing arm via a hinge structure; the lifting mechanism is configured to actively adjust its length to change the position of the swing arm relative to the support arm.

[0017] In some embodiments, the integral axle housing is suspended below the swing arm via the slewing connection. The driving torque and ground impact load of the drive assembly are borne by the integrated axle housing and transmitted to the suspension assembly via the slewing connection, thereby achieving separation of the driving function and the load-bearing function.

[0018] In some embodiments, the annular member of the swing arm is provided with a first mounting cavity, which is used to accommodate the drive motor in the drive assembly, and the drive motor is an explosion-proof permanent magnet synchronous variable frequency traction motor.

[0019] In a second aspect, this application provides a vehicle equipped with the drive-by-wire chassis device as described above.

[0020] Through the drive-by-wire chassis device provided above, this embodiment of the application, using a drive motor as the power source and a multi-stage transmission system with a precise connection between the input end and the drive motor, capable of switching at least two speed ratios, achieves the effect of providing the basic power required for heavy-duty driving of the chassis and stably transmitting power to the wheel ends. Simultaneously, it can flexibly adjust the speed ratio to adapt to various working conditions such as heavy-duty start-up, high-speed cruising, and complex road condition passage. Furthermore, the solution of this application, by machining multiple non-uniform mounting surfaces on the integrated axle housing, precisely connects these surfaces to different functional components of the multi-stage transmission system and suspension components, ensuring the coaxiality and positional accuracy of each component assembly, strengthening the connection rigidity between the drive components and suspension components, and achieving the orderly separation of drive function and load-bearing function. This significantly improves the overall load-bearing capacity of the chassis to adapt to heavy-duty requirements, ultimately achieving higher structural integration and load-bearing reliability. Attached Figure Description

[0021] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, and the same or corresponding reference numerals denote the same or corresponding parts, wherein: Figure 1 This is a schematic diagram of the wire-controlled chassis device of the present invention; Figure 2 This is a schematic diagram of the overall structure of the drive assembly in the wire-controlled chassis device of the present invention; Figure 3 This is a schematic diagram of the integrated bridge housing structure in the drive assembly of the present invention; Figure 4 This is a cross-sectional view of the two-speed transmission structure in the drive assembly of the present invention; Figure 5 This is a cross-sectional view of the drive assembly parking brake structure of the present invention; Figure 6 This is a schematic diagram of the suspension structure in the drive-by-wire chassis device of the present invention.

[0022] 1. Drive assembly; 2. Suspension assembly; 3. Steering assembly; 101. Drive motor; 102. Adapter sleeve; 103. Two-speed gearbox; 104. Main reducer and differential; 105. Support seat; 106. Integrated travel and parking brake; 107. Wheel-side support sleeve; 108. Half shaft; 109. Single-stage wheel-side reducer; 110. Integrated axle housing; 111. Dual-rim tire; 110-1. First mounting surface; 110-2. Second mounting surface; 110-3. Third mounting surface; 110-4. Fourth mounting surface; 110-5. Stop boss; 201. Swing arm; 202. Support arm; 203. Lifting mechanism; 204. Hinge mechanism; 207. Sliding bearing; 208. Positioning plate; 1031. Clutch chamber; 1032. Clutch piston; 1033. Stationary clutch plate; 1034. Moving clutch plate; 1035. High-pressure seal seat; 1036. Sun gear; 1037. Planet gear; 1038. Ring gear; 1039. Planet carrier; 1040. Stationary brake plate; 1041. Moving brake plate; 1042. Brake piston; 1043. Output flange; 1044. Main reducing bevel gear; 1061. Brake chamber; 1062. Parking spring assembly; 1063. Parking piston; 1064. Traveling piston; 1065. Return spring assembly; 1066. Moving plate; 1067. Stationary plate; 1068. Brake bushing. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] It should be understood that the terms "comprising" and "including" used in the specification and claims of this application indicate the presence of the described features, integrals, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0025] It should also be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application. As used in this specification and claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this specification and claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes such combinations.

[0026] As used in this specification and claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0027] The specific embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0028] like Figure 1-6 As shown, in some embodiments, this application provides a drive-by-wire chassis device, which includes a drive assembly 1 and a suspension assembly 2, wherein the drive assembly 1 includes: a drive motor 101; a multi-stage transmission system, the input end of which is connected to the output end of the drive motor 101, for transmitting power to the wheel ends and realizing the switching of at least two speed ratios; an integrated axle housing 110, which has a receiving cavity for accommodating the multi-stage transmission system; the integrated axle housing 110 includes multiple non-uniform mounting surfaces for respectively connecting different functional components of the multi-stage transmission system and the suspension assembly 2; and a driving and parking integrated brake 106, which is disposed inside the integrated axle housing 110 and integrated on the power transmission path of the multi-stage transmission system to provide braking function for the wheels.

[0029] like Figure 1 and Figure 2 As shown in the present application, the drive-by-wire chassis device includes a drive assembly 1 and a suspension assembly 2. The drive assembly 1 includes a drive motor 101, a multi-stage transmission system, an integrated axle housing 110, and a driving-parking integrated brake 106. Specifically, the drive motor 101 provides power to the drive assembly 1. The multi-stage transmission system consists of a two-speed gearbox 103, a main reducer and differential 104, and a single-stage wheel-side reducer 109 connected in sequence. The input end of the two-speed gearbox 103 is connected to the output end of the drive motor 101 through an adapter sleeve 102. This not only allows the power of the drive motor 101 to be transmitted to the wheel ends sequentially through the two-speed gearbox 103 for gear shifting, the main reducer and differential 104 for speed reduction and torque increase, and the single-stage wheel-side reducer 109, but also enables the switching of at least two speed ratios through the sequential control of the clutch and brake within the two-speed gearbox 103. This allows for flexible adjustment of the wheel-end driving force and speed to adapt to various working conditions such as starting shock and high-speed driving.

[0030] The integrated axle housing 110 serves as the core for the load-bearing and integration of the drive assembly 1. It contains a dedicated cavity for housing the multi-stage transmission system, providing stable storage and protection to ensure the system is free from external environmental interference during operation. Simultaneously, the integrated axle housing 110 is machined with multiple non-uniform mounting surfaces. These surfaces can precisely connect and fix to different functional components within the multi-stage transmission system and the suspension assembly 2. This ensures the assembly accuracy and structural stability of the transmission components within the drive assembly 1, and provides support for the reliable connection between the drive assembly 1 and the suspension assembly 2, ultimately achieving the orderly integration of drive and load-bearing functions.

[0031] The integrated driving and parking brake 106 is located inside the integrated axle housing 110 and is integrated into the power transmission path of the multi-stage transmission system. Through its cooperation with the transmission system, it can directly act on the power transmission link to provide precise driving and parking braking functions for the wheels. This not only ensures efficient response of the braking action, but also reduces the interference of the external environment on the braking components with the protection of the integrated axle housing 110, thereby improving the stability and reliability of the braking system.

[0032] This application's solution uses a drive motor 101 as the power source, paired with a multi-stage transmission system that is precisely connected to the input end of the drive motor 101 and can switch between at least two speed ratios. This achieves the effect of providing the basic power required for heavy-duty driving of the chassis and stably transmitting power to the wheel ends. At the same time, it can flexibly adjust the speed ratio to adapt to the needs of various working conditions such as heavy-duty start-up, high-speed cruising, and complex road conditions, avoiding the problem that a single speed ratio cannot meet the power performance of different scenarios, ultimately achieving stronger power transmission and working condition adaptability. In addition, this application's solution has multiple non-uniform mounting surfaces machined on the integrated axle housing 110. These non-uniform mounting surfaces are precisely connected to different functional components of the multi-stage transmission system and the suspension assembly 2, ensuring the coaxiality and positional accuracy of the assembly of each component, strengthening the connection rigidity between the drive assembly 1 and the suspension assembly 2, and also realizing the orderly separation of the driving function and the load-bearing function. This significantly improves the overall load-bearing capacity of the chassis to adapt to the needs of heavy-duty loads, ultimately achieving higher structural integration and load-bearing reliability.

[0033] like Figure 2 and Figure 3 As shown, in a specific embodiment, the integrated axle housing 110 includes a first sleeve and a second sleeve, wherein the first sleeve is connected to a notch in the middle region of the second sleeve; the interior of the first sleeve has a first mounting surface 110-1; the two ends of the second sleeve have a second mounting surface 110-2 and a third mounting surface 110-3. The multi-stage transmission system includes a two-speed gearbox 103, a final drive, a differential, and a wheel-side reducer connected in sequence, wherein the two-speed gearbox 103 is fixedly connected to the first mounting surface 110-1; the output of the final drive directly drives the differential, and both are rigidly fixed to the second mounting surface 110-2 and the third mounting surface 110-3 by a support 105.

[0034] In this application, the integrated axle housing 110 is composed of a first sleeve and a second sleeve, wherein the first sleeve is precisely connected to the notch in the middle area of ​​the second sleeve, and the two together enclose a receiving cavity. This receiving cavity can precisely adapt to the spatial layout of a multi-stage transmission system, providing reasonable space for the orderly assembly of subsequent transmission components such as the two-speed gearbox 103, the final reducer, and the differential, while effectively protecting the transmission components and laying a structural foundation for the stable operation of the entire drive assembly 1. In addition, to meet the assembly requirements of different transmission components, the first sleeve has a first mounting surface 110-1 inside, and the two ends of the second sleeve are respectively machined with a second mounting surface 110-2 and a third mounting surface 110-3. These three types of mounting surfaces adopt an irregular layout design, which can provide a precise corresponding installation benchmark according to the assembly dimensions and connection characteristics of different components in the multi-stage transmission system, as well as the installation adaptation requirements of the suspension assembly 2. This can effectively avoid spatial interference during the assembly of different components, and ensure the structural stability and assembly accuracy of each connection part, laying the foundation for the collaborative work of the drive assembly 1 and the suspension assembly 2.

[0035] The multi-stage transmission system in this design includes a two-speed gearbox 103, a final drive, a differential, and wheel-side reducers. Specifically, the two-speed gearbox 103 is directly fixed to the first mounting surface 110-1 using bolts or other fasteners. This fixing method provides a stable reference for the power connection between the two-speed gearbox 103 and the subsequent final drive and differential, preventing deviations caused by component misalignment during power transmission. The final drive and differential are rigidly fixed by a dedicated support 105. One end of the support 105 is connected to the second mounting surface 110-2 at the end of the second sleeve, and the other end is tightly fitted to the third mounting surface 110-3 inside the second sleeve.

[0036] This solution uses the second mounting surface 110-2 and the third mounting surface 110-3 to rigidly constrain the transmission system, which not only effectively ensures the coaxiality of the main reducer and the differential, and significantly reduces vibration and energy loss during power transmission, but also relies on the load-bearing structure of the integrated axle housing 110 to evenly distribute the load generated by the transmission components during operation, ultimately providing solid support for the stable transmission of power and the long-term reliable operation of the transmission system in high-speed and heavy-load scenarios.

[0037] It is worth noting that this application does not limit the specific configuration of the second mounting surface 110-2 and the third mounting surface 110-3, thereby giving the integrated bridge housing 110 greater flexibility in structural design and adapting to different processing and assembly requirements. Specifically, in some embodiments, the second sleeve can be designed with a pre-set wall thickness, and the second mounting surface 110-2 and the third mounting surface 110-3 can be directly formed using its end face. The pre-set wall thickness can ensure the load-bearing strength of the mounting surface, which is sufficient to meet the stress requirements when connecting with multi-stage transmission system components, without the need for additional auxiliary structures. Of course, in other embodiments, the wall thickness of the second sleeve can not be limited, and the mounting surface can be formed by separately installing a flange at the end of the sleeve. Even if the sleeve itself has a thin wall, the structural strength of the flange can be used to achieve stable connection with the corresponding component, which can also meet the installation and use requirements.

[0038] like Figure 3 As shown, in one specific embodiment, the inner wall of the first sleeve has a first annular boss disposed along its axial direction, and the surface of the first annular boss forms the first mounting surface 110-1.

[0039] In this application, the inner wall of the first sleeve is provided with a first annular boss extending along its axial direction. The outer surface of the first annular boss is a plane, which is the first mounting surface 110-1 for mounting the two-speed gearbox 103. During actual assembly, the output flange 1043 of the two-speed gearbox 103 can be tightly fitted with the first mounting surface 110-1, and a rigid connection can be achieved by means of fasteners such as bolts. This not only ensures the assembly accuracy of the two-speed gearbox 103 and the first sleeve, but also reduces the vibration offset caused by assembly gaps during power transmission through the flatness of the outer surface of the boss, laying the foundation for the subsequent stable power transmission to the main reduction gear and differential 104.

[0040] like Figure 3 and Figure 6 As shown, in a specific embodiment, the outer surface of the first sleeve is constructed as a fourth mounting surface 110-4, which is an annular cylindrical surface; the suspension assembly 2 includes a swing arm 201, which has a rotary mounting cavity; the first sleeve extends into the rotary mounting cavity, and a sliding bearing 207 is fitted on the fourth mounting surface 110-4, and the axial positioning is achieved by the positioning plate 208 to realize the rotary connection between the suspension assembly 2 and the integrated axle housing 110.

[0041] In this application, the outer surface of the first sleeve is constructed as a fourth mounting surface 110-4, and this mounting surface is specifically designed as an annular cylindrical surface structure. Its arc shape can adapt to the trajectory requirements of rotational motion, laying the foundation for flexible connection with the suspension assembly 2. In addition, the suspension assembly 2 in this application includes a swing arm 201, which has a rotary mounting cavity that precisely matches the shape and size of the first sleeve. This mounting cavity is specifically used to accommodate the first sleeve, providing spatial adaptability for the assembly of the two.

[0042] During assembly, the first sleeve is inserted into the rotary mounting cavity of the swing arm 201, and a sliding bearing 207, which reduces the frictional resistance between the first sleeve and the swing arm 201, is fitted onto the fourth mounting surface 110-4. Subsequently, the sliding bearing 207 is axially limited by the positioning plate 208 to prevent axial displacement of the sliding bearing 207 when the vehicle is bumpy or when the suspension assembly 2 is adjusting its posture, thus ensuring the stability of the assembly structure.

[0043] In the solution of this application, the annular cylindrical surface can completely fit the trajectory of the rotational motion of the suspension component 2, avoiding the spatial interference problem that is easily generated when the traditional flat mounting surface swings. This allows the suspension component 2 to flexibly adjust the swing angle according to the uneven road surface, slope and other working conditions, providing structural support for chassis attitude leveling and reducing bumps, and indirectly ensuring the comfort and stability when driving at high speed and under heavy load.

[0044] like Figure 3 As shown, in a specific embodiment, the outer wall of the first sleeve has a second annular boss arranged along its axial direction, and the surface of the second annular boss has a protruding stop boss 110-5.

[0045] In this application, the outer wall of the second sleeve is provided with a second annular boss extending along its axial direction, and the outer surface of the annular boss has a protruding stop boss 110-5. Relying on the structural strength of the second annular boss, the stop boss 110-5 provides a clear limiting reference for the mating parts of the first sleeve in the form of a physical stop, that is, it prevents the first sleeve from rotating or sliding excessively, and avoids structural gaps and functional misalignments caused by over-assembly.

[0046] like Figure 4 As shown, in one specific embodiment, the two-speed gearbox 103 includes a planetary gear set, a clutch assembly, and a brake assembly; the clutch assembly is configured to selectively engage the sun gear 1036 with the planet carrier 1039 to achieve rigid synchronous rotation of the two; the brake assembly is configured to selectively fix the ring gear 1038; the clutch assembly and the brake assembly are configured to enable the planet carrier 1039 to output different speed ratios by engaging or disengaging.

[0047] In this application, the two-speed gearbox 103 uses a planetary gear set as its core transmission basis, and together with a clutch assembly and a brake assembly, forms a complete speed ratio switching system. Through the coordinated action of these three components, precise output of different speed ratios is achieved. Specifically, the planetary gear set is the core of the gearbox's power transmission. A sun gear 1036 is located at its center, and planet gears 1037 are mounted on a planet carrier 1039, simultaneously meshing with the sun gear 1036 and the ring gear 1038. The sun gear 1036, planet carrier 1039, and ring gear 1038 can rotate relative to each other or be constrained to rotate as needed. Different combinations of constraints can change the power transmission path, thereby achieving speed ratio changes. The core function of the clutch assembly is selective engagement. When the clutch is engaged, it firmly fixes the sun gear 1036 and the planet carrier 1039 into a single unit, forcing them to rotate synchronously at the same speed without relative slippage. When the clutch is disengaged, the fixed relationship between the sun gear 1036 and the planet carrier 1039 is released, allowing them to rotate independently. The core function of the brake assembly is selective locking; that is, when the brake is engaged, it locks the gear ring 1038 onto the gearbox housing, restricting its rotational freedom (the gear ring cannot rotate). When the brake is disengaged, the gear ring 1038 unlocks and can rotate freely. These three components, through the basic transmission function of the planetary gear set and the precise control of the clutch and brake, lay the core structural and functional foundation for subsequent speed ratio switching.

[0048] In this application, the movement of different components in the planetary gear set is precisely constrained by two differentiated engagement or disengagement combinations of the clutch and brake, thereby allowing the planetary carrier 1039, which serves as the power output end, to obtain two speed or torque outputs (i.e., two speed ratios) adapted to different operating conditions. The specific implementation logic is as follows: The operating logic of the low-speed, high-torque gear, specifically designed for heavy-load conditions such as starting and climbing, is as follows: The brake engages, firmly locking the ring gear 1038 onto the gearbox housing, restricting its rotational freedom (the ring gear cannot rotate); simultaneously, the clutch disengages, releasing the fixed relationship between the sun gear 1036 and the planetary carrier 1039, allowing relative movement between them. The power transmission path is as follows: power is input from the sun gear 1036, and when the sun gear 1036 rotates, it drives the planetary gear 1037, which meshes with it, to rotate. However, because the ring gear 1038 is fixed, the planetary gear 1037 cannot complete its revolution around the ring gear 1038; it can only rotate around the sun gear 1036 along with the planetary carrier 1039. Following the transmission law that the lower the speed, the greater the torque, the output speed of the planetary carrier 1039 will be lower than the input speed of the sun gear 1036, while the torque increases proportionally, ultimately achieving low-speed, high-torque output, precisely meeting the core demand for high torque during heavy-load starting and climbing.

[0049] The operating logic of the high-speed, low-torque gear adapted for high-speed cruising and other operating conditions is as follows: The clutch engages, rigidly fixing the sun gear 1036 and planetary carrier 1039 into a single unit, forcing them to rotate synchronously at the same speed without relative slippage; simultaneously, the brake disengages, unlocking the ring gear 1038 and allowing it to rotate freely. The power transmission path is as follows: Power is still input from the sun gear 1036. Since the sun gear 1036 and planetary carrier 1039 are fixed together, the rotation of the sun gear 1036 directly drives the planetary carrier 1039 to rotate synchronously. At this time, the planetary gear 1037 does not need to rotate independently (or only rotates with the planetary carrier as a whole), while the ring gear 1038 rotates freely under the drive of the planetary gear 1037. Ultimately, the output speed of the planetary carrier 1039 is basically the same as the input speed of the sun gear 1036 (whether it is slightly lower depends on the gear parameters), while the torque is relatively reduced, achieving high-speed, low-torque output.

[0050] It is worth noting that the drive assembly 1 also includes a main reducing bevel gear 1044, which is fixedly connected to the planetary carrier 1039 of the two-speed gearbox 103 via splines and locking components. This gear directly receives power and speed output from the gearbox, laying the foundation for subsequent power transmission. In the power distribution stage, the main reducing bevel gear 1044 meshes with the large bevel gear of the main reducer and differential 104. Together, they form the bevel gear pair of the main reducer. Through the characteristics of bevel gear transmission, power steering and deceleration distribution are achieved, ensuring efficient power transmission to subsequent components.

[0051] like Figure 4 As shown, in a specific embodiment, the clutch assembly includes a clutch chamber 1031 and a clutch moving plate 1034 and a clutch stationary plate 1033 controlled by a clutch piston 1032; the brake assembly includes a brake moving plate 1041 and a brake stationary plate 1040 controlled by a brake piston 1042; a first return mechanism is provided between the clutch chamber 1031 and the clutch piston 1032, and a second return mechanism is provided between the brake piston 1042 and the output flange 1043; and the first return mechanism and the second return mechanism are configured to drive the clutch piston 1032 and the brake piston 1042 back to their respective positions after the corresponding oil chambers are depressurized.

[0052] In this application, the clutch assembly is the core actuator controlling the linkage between the sun gear 1036 and the planetary carrier 1039. The core assembly consists of four key components: the clutch chamber 1031, the clutch piston 1032, the clutch moving plate 1034, and the clutch stationary plate 1033. The clutch chamber 1031 serves as the mounting base and hydraulic chamber carrier for the assembly, with internal oil passages and piston movement space. It also fixes the clutch stationary plate 1033, providing stable structural support for the entire assembly. The clutch piston 1032 can slide flexibly along the axial direction of the clutch chamber 1031, bearing hydraulic oil pressure at one end and forming a linkage with the clutch moving plate 1034 at the other end. The clutch moving plate 1034 and the clutch stationary plate 1033 are paired friction transmission components (usually stacked alternately). The clutch moving plate 1034 is connected to the planet carrier 1039 (or sun gear) via a spline and can rotate synchronously with the corresponding component. The clutch stationary plate 1033 is fixed on the clutch chamber 1031 and cannot rotate independently. In use, hydraulic oil is injected into the oil chamber of the clutch chamber 1031. The oil pressure pushes the clutch piston 1032 to move axially, thereby squeezing the clutch moving plate 1034 and the stationary plate into close contact. Through friction, the sun gear 1036 and the planet carrier 1039 are locked together, achieving rigid synchronous rotation of the two. When the oil chamber is depressurized, the piston returns to its original position, the clutch moving plate 1034 separates from the stationary plate, and the linkage between the sun gear 1036 and the planet carrier 1039 is released.

[0053] The brake assembly is the core actuator controlling the rotational freedom of the gear ring 1038. Its core function is to fix and unlock the gear ring 1038, and its structure clearly echoes the function of the clutch assembly. The brake piston 1042, also a hydraulically driven actuator, is mounted near the gearbox housing or output flange 1043 and can slide flexibly axially, providing power support for the locking action. The brake pad 1041 and brake stationary pad 1040 are key friction locking components. The brake pad 1041 is connected to the gear ring 1038 via a spline and can rotate synchronously with the gear ring 1038, while the brake stationary pad 1040 is fixed to the gearbox housing and cannot rotate independently. During operation, hydraulic oil is injected into the brake-side oil chamber. The oil pressure pushes the brake piston 1042 axially, thereby squeezing the brake pad 1041 and the stationary pad into a tight fit. Through friction, the gear ring 1038 is firmly locked to the housing, restricting its rotational freedom. When the oil chamber is depressurized, the piston returns to its original position, the brake pad 1041 separates from the stationary pad, and the locking state of the gear ring 1038 is released, allowing it to rotate freely.

[0054] In addition, this solution also includes a first return mechanism and a second return mechanism. Specifically, the first return mechanism is installed between the clutch chamber 1031 and the clutch piston 1032. It is a key component in the clutch assembly that ensures the precise reset of the clutch piston 1032. It is mainly used to drive the piston back after the oil chamber is depressurized, ensuring the complete separation of the clutch moving and stationary plates. The second return mechanism is installed between the brake piston 1042 and the output flange 1043. It is a key component in the brake assembly that ensures the precise reset of the brake piston 1042. Its core function is to cooperate in realizing the unlocking action of the gear ring 1038. Its design forms a functional synergy with the first return mechanism.

[0055] It is worth noting that in the two-speed gearbox 103 of this solution, its hydraulic control system includes a crucial high-pressure sealing seat 1035. This component, through multiple sealing mechanisms, ensures reliable connection and isolation between the hydraulic system and the transmission system. Regarding static sealing and positioning, the high-pressure sealing seat 1035 is fixedly mounted on the clutch chamber 1031 of the two-speed gearbox 103, forming a stable mounting reference. This ensures the sealing of its connection with the housing, preventing oil leakage from the installation gap, and provides a stable foundation for subsequent dynamic sealing and hydraulic interface functions. Regarding dynamic sealing and channeling, the high-pressure sealing seat 1035 has an internal sealing structure that cooperates with the rotating components inside the gearbox, thus forming a reliable dynamic sealing interface. This prevents internal oil leakage when the rotating components are operating at high speed, while ensuring that the sealing structure does not affect the smooth operation of the rotating components, thus ensuring dynamic compatibility between the transmission system and the hydraulic system. Meanwhile, in terms of hydraulic transmission, the high-pressure sealing seat 1035 itself integrates a hydraulic interface function, and the external high-pressure oil pipe can be directly and precisely connected to the interface to realize the stable introduction of high-pressure oil into the gearbox, providing the necessary hydraulic power support for clutch engagement, gear shifting and other actions.

[0056] like Figure 5 As shown, in a specific embodiment, the integrated parking brake 106 is a wet multi-disc brake, integrated at the output end of the main reducer and differential or the input end of the wheel-side reducer. It includes: a moving disc 1066 and a stationary disc 1067; a parking brake unit, including a parking spring assembly 1062 and a parking piston 1063, configured to selectively press the moving disc 1066 and the stationary disc 1067 by the preload of the parking spring assembly 1062; and a service brake unit, including a service piston 1064 and a return spring assembly 1065, configured to selectively press the moving disc 1066 and the stationary disc 1067 by hydraulic pressure. The parking brake unit and the service brake unit share and act together on the same set of moving discs 1066 and stationary discs 1067.

[0057] In this application, the integrated driving and parking brake 106 adopts a wet multi-disc structure design. Utilizing the cooling and lubrication properties of oil, it effectively improves thermal stability, wear resistance, and service life during braking, meeting the stringent braking requirements of high-speed, heavy-duty drive-by-wire chassis. This brake is integrated into the output end of the main reducer and differential, or the input end of the wheel-side reducer. This integrated layout significantly simplifies the structural design of the chassis transmission system, reduces installation space, shortens the braking force transmission path, and improves braking response speed.

[0058] The core actuating component of the brake is a set of alternating moving plates 1066 and stationary plates 1067. The moving plate 1066 is linked to the power output shaft via a spline, while the stationary plate 1067 is fixed to the brake housing. Together, they form the core carrier for transmitting braking torque. Its function relies on two independently driven and cooperative braking units, and the two units share and work together on the same set of moving and stationary plates, simplifying structural complexity and reducing component redundancy.

[0059] Those skilled in the art will understand that the parking brake unit is mainly used to reliably lock the vehicle when it is parked, and its core consists of a parking spring assembly 1062 and a parking piston 1063. This unit is configured to selectively push the parking piston 1063 axially by pre-compressing the stored elastic potential energy of the parking spring assembly 1062, thereby pressing the moving plate 1066 and the stationary plate 1067 together. This generates a parking brake torque through friction, ensuring that the vehicle does not roll when parked on a slope or flat road. When the parking brake is released, the preload of the parking spring assembly 1062 is overcome by hydraulic or other unlocking mechanisms, causing the piston to return to its original position, separating the moving and stationary plates, and releasing the brake.

[0060] Those skilled in the art will also understand that the service braking unit is adapted to the deceleration or emergency braking needs during vehicle operation, including a service piston 1064 and a return spring assembly 1065. Its working logic is as follows: controllable pressure provided by the hydraulic system drives the service piston 1064 to press the moving and stationary plates, utilizing frictional resistance to achieve service braking; when the braking command is released, the hydraulic pressure is released, the return spring assembly 1065 releases its elastic potential energy, pushing the service piston 1064 back to its original position, separating the moving and stationary plates, and releasing the brake, ensuring the flexibility and reliability of the braking action.

[0061] The solution proposed in this application adopts an integrated design of a set of friction pairs for both drive units, which not only ensures the precise controllability of the service brake and the stability and reliability of the parking brake, but also improves the integration and space utilization of the chassis system through structural integration optimization, providing key support for the lightweight and high efficiency of the drive-by-wire chassis.

[0062] In one specific implementation, the outer circumference of the brake cavity 1061 is provided with a parking brake release oil passage, a service brake actuation oil passage, and a temporary venting passage; wherein, the temporary venting passage is configured to allow high-pressure oil flowing into the parking brake release oil passage and the service brake actuation oil passage to pass through without pressure loss.

[0063] In this application, the brake chamber 1061 serves as the core hydraulic control and mounting carrier of the integrated parking brake 106. Its outer circumference is integrally designed and machined with three distinct, non-interfering channels: a parking brake release oil passage, a service brake execution oil passage, and a temporary venting passage. Specifically, the parking brake release oil passage is designed specifically for the parking brake unlocking action. It is used to introduce high-pressure hydraulic fluid to overcome the preload of the parking spring assembly 1062, pushing the parking piston 1063 back to its original position, thus separating the moving and stationary brake pads. The service brake execution oil passage serves as the power transmission channel for the service brake. By inputting controllable hydraulic pressure, it drives the service piston 1064 to compress the friction pair, completing deceleration or emergency braking during driving. As a key auxiliary structure to ensure the stability of the hydraulic system, the temporary venting channel is designed to quickly purge residual air from the parking brake release passage and the service brake actuation passage after the initial assembly, maintenance, or fluid change of the braking system. This prevents air from forming airlocks in the passages, which can lead to problems such as delayed hydraulic pressure transmission, pressure loss, or inaccurate braking response. Ultimately, it ensures that the high-pressure hydraulic fluid can flow smoothly without pressure loss during braking, guaranteeing the reliability and consistency of the release actions of the service brake and parking brake, and meeting the stringent requirements of the integrated parking brake 106 for hydraulic control precision.

[0064] The solution proposed in this application not only optimizes the structural compactness of the brake chamber 1061, but also facilitates the precise connection and sealing protection of the hydraulic pipeline, while shortening the flow path of the hydraulic oil, thus laying the foundation for rapid response of the braking action.

[0065] It is worth noting that the drive assembly 1 in this solution also includes a wheel-side support sleeve 107 and a half-shaft 108. The two work together with the integrated driving and parking brake 106, the single-stage wheel-side reducer 109 and the brake bushing 1068 to form a stable wheel-end transmission and braking support system.

[0066] In terms of radial support and connection, the wheel-side support sleeve 107 is assembled to the end of the integrated axle housing by press-fitting or fixed installation, forming a rigid extension structure of the drive axle housing at the wheel end, which not only ensures the structural integrity of the wheel end part, but also provides a stable reference for the subsequent assembly of components. Externally, it serves as the common mounting base for the brake chamber 1061 of the integrated brake 106 and the single-stage wheel-side reducer 109. These two key components are directly fixed to the sleeve, realizing the integrated layout of the wheel-end braking and deceleration functional components, simplifying the complexity of the wheel end structure, and improving assembly efficiency and connection reliability.

[0067] In terms of axial connection and transmission, the half-shaft 108 enters from the inner end of the wheel-side support sleeve 107 near the differential, and extends axially along the sleeve to the single-stage wheel-side reducer 109 on the outer side. Through precise cooperation with the wheel-side reducer, the power transmitted by the differential is smoothly transmitted to the wheel, completing the final link in power transmission. This axial connection design ensures the smooth rotation of the half-shaft 108 and, through the radial limiting effect of the sleeve, prevents wobbling during the operation of the half-shaft 108, ensuring the stability and safety of power transmission. At the same time, the half-shaft 108 engages with the brake bushing 1068 through internal splines, which means there is no relative rotation between the brake bushing 1068 and the half-shaft 108. The rotation of the half-shaft 108 directly and synchronously drives the rotation of the brake bushing 1068, laying the foundation for the transmission of braking torque.

[0068] The brake bushing 1068 plays a dual crucial role in the wheel-end system. On the one hand, it engages with the brake pads 1066 via external splines, synchronously transmitting its rotational power to all pads, ensuring coordinated response of each pad during braking and guaranteeing uniform transmission of braking torque and stability of braking effect. On the other hand, the brake bushing 1068 is confined within the space formed by the wheel-side support sleeve 107 and the brake cavity 1061, allowing for a small range of axial movement to accommodate component displacement compensation during braking. Its radial position is jointly determined by the half-shaft 108 and the support sleeve, ensuring radial positioning accuracy during operation and preventing swaying or jamming, further guaranteeing the coordinated reliability of the wheel-end transmission and braking system.

[0069] The above scheme details the specific structure of drive component 1. Next, the specific structure of suspension component 2 will be described in detail.

[0070] like Figure 6As shown, in a specific embodiment, the suspension assembly 2 includes: a support arm 202, which includes a first support portion and a second support portion; the upper surface of the second support portion has a horizontally arranged mounting platform; a swing arm 201, which includes an annular member and a rotary connecting portion disposed at the end of the annular member; the outer peripheral wall of the annular member is hinged to the first support arm 202 via a hinge structure; and a lifting mechanism 203, one end of which is hinged to the second support arm 202 via a hinge structure, and the other end of which is hinged to the swing arm 201 via a hinge structure; the lifting mechanism 203 is configured to actively adjust its length to change the position of the swing arm 201 relative to the support arm 202.

[0071] In this application, the suspension assembly 2 achieves support, connection, and active attitude control functions through a modular design. Specifically, the suspension assembly 2 includes a support arm 202, a swing arm 201, and a lifting mechanism 203. More specifically, the support arm 202 has an integrally formed first support portion and a second support portion, wherein the first support portion mainly undertakes the function of hinged engagement with the swing arm 201, providing a flexible rotation fulcrum for the swing arm 201. The upper surface of the second support portion is precision-machined to form a horizontally set mounting platform, which can be used to integrate and install devices such as the steering assembly 3.

[0072] The swing arm 201 includes an annular component and a rotary connecting portion integrally formed at the end of the annular component. The annular component has excellent structural rigidity, and its outer peripheral wall is hinged to the first support portion of the support arm 202 through a hinge structure, providing a flexible rotation fulcrum for the swing arm 201, which can smoothly adapt to the up-and-down movement of the wheel during driving. The rotary connecting portion located at the end of the annular component is reliably connected to the integrated axle housing 110 on the drive assembly 1, which can stably transmit the power and load of the drive assembly 1, and cooperate with the rotational movement of the integrated axle housing 110 to ensure the smoothness of wheel posture adjustment, thereby achieving efficient linkage between the suspension assembly 2 and the drive assembly 1.

[0073] The lifting mechanism 203 is the core actuator in the suspension assembly 2 that enables active chassis attitude control. Both ends of the lifting mechanism 203 are hinged, forming a flexible and reliable force transmission path. Specifically, one end is hinged to the second support arm 202, and the other end is also hinged to the swing arm 201. This double-hinged layout allows the lifting mechanism 203 to rotate slightly relative to the second support arm 202 and the swing arm 201 during operation, effectively avoiding stress concentration caused by rigid connections during vehicle bumps and component micro-deformations, and ensuring the stability and durability of the connection under dynamic conditions.

[0074] The lifting mechanism 203 is specially configured to actively adjust its own length. When the length changes, it applies a smooth push or pull force to the swing arm 201 through the hinge structure at both ends, driving the swing arm 201 to rotate flexibly around its hinge point with the first support arm 202, thereby changing the spatial position of the swing arm 201 relative to the support arm 202. Ultimately, this achieves precise control of key parameters such as wheel height and chassis ground clearance, adapting to the differentiated needs of the drive-by-wire chassis for passability and stability under different driving conditions.

[0075] It is worth noting that the lifting mechanism 203 in this application can adopt a drive structure with active telescopic capability to realize the active length adjustment function. Specifically, it can be one of an electric push rod, a hydraulic telescopic rod, a servo electric cylinder, or other telescopic drive components with equivalent functions.

[0076] The solution proposed in this application divides the support arm 202 into a first support section and a second support section with a horizontal mounting platform. The first support section focuses on bearing the lateral force and torque from the swing arm 201, while the horizontal mounting platform on the upper surface of the second support section provides a stable and precise reference mounting plane for the lifting mechanism 203. This division of labor makes the load transmission path clearer, reduces local stress concentration, and ensures that the lifting mechanism 203 maintains an ideal stress state during initial installation and operation, avoiding additional wear and efficiency loss caused by uneven mounting surfaces. Furthermore, the solution proposed in this application separates the suspension stress point from the drive rotation function by setting independent annular components and slewing connections. This separation allows the structures of the two key functional areas to be optimally designed for their specific loads without interference, ensuring both steering flexibility and load-bearing stability, and simplifying the design and manufacturing of the overall structure. In addition, the solution proposed in this application uses an actively adjustable lifting mechanism 203 connected between the support arm 202 and the swing arm 201, achieving real-time, active control of chassis ground clearance and vehicle attitude.

[0077] In one specific implementation, the other end of the swing arm 201 is hinged to the outer peripheral wall of the rotary mounting cavity via a hinge structure.

[0078] In this application, the other end of the swing arm 201 is hinged to the outer peripheral wall of the rotary mounting cavity via a suitable hinge structure. This connection method utilizes the flexibility of the hinge structure to allow for a small relative rotation between the swing arm 201 and the rotary mounting cavity, adapting to the needs of chassis attitude adjustment and motion compensation caused by road bumps during vehicle operation. Simultaneously, the rigid structure of the outer peripheral wall of the rotary mounting cavity provides stable support for the hinge point, ensuring reliable force transmission, preventing loosening or stress concentration at the connection point, further guaranteeing the smoothness of the rotary motion between the swing arm 201 and the integrated axle housing 110, and coordinating with the force logic of the overall suspension assembly 2 to improve the driving stability of the drive-by-wire chassis.

[0079] In one specific implementation, the integral axle housing is suspended below the swing arm 201 via the slewing connection. The driving torque and ground impact load of the drive assembly 1 are borne by the integrated axle housing 110 and transmitted to the suspension assembly 2 via the slewing connection, thereby achieving separation of the driving function and the load-bearing function.

[0080] In this application, the integrated axle housing 110 is stably suspended below the swing arm 201 via a slewing connection, forming a reliable suspension structure. During vehicle operation, the drive torque output by the drive assembly 1 and the impact load transmitted from the ground are directly borne by the structurally rigid integrated axle housing 110, avoiding uneven stress in components caused by load dispersion. Subsequently, these torques and loads are smoothly transmitted to the suspension assembly 2 through the precise force transmission path of the slewing connection, where the suspension system absorbs the impact and disperses the load through its own elastic buffering and attitude adjustment functions.

[0081] The integrated axle housing 110 in this application focuses on bearing drive torque and ground load, ensuring the stability of power transmission. The suspension assembly 2 focuses on attitude adjustment and shock absorption, ensuring ride comfort. The two functions do not interfere with each other and work together, which not only improves drive efficiency and load-bearing reliability, but also optimizes the attitude control effect of the suspension system, further enhancing the overall performance of the drive-by-wire chassis.

[0082] In one specific implementation, the swing arm 201 has a first mounting cavity in its annular part. The first mounting cavity is used to accommodate the drive motor 101 in the drive assembly 1. The drive motor 101 is an explosion-proof permanent magnet synchronous variable frequency traction motor.

[0083] In this application, the swing arm 201 has a first mounting cavity integrally formed inside its annular component. The size and structure of this mounting cavity are precisely designed to accommodate the drive motor 101 in the drive assembly 1, achieving an integrated layout of the drive motor 101 and the swing arm 201. The drive motor 101 in this solution is an explosion-proof permanent magnet synchronous variable frequency traction motor. It not only possesses the core advantages of permanent magnet synchronous motors—high efficiency, energy saving, high power density, and precise control—but also precisely matches the power output requirements of the wire-controlled chassis, ensuring the smoothness and response speed of the driving process. Furthermore, its explosion-proof characteristics allow it to meet the safety requirements of special operating scenarios such as mines and chemical plants, effectively mitigating potential safety risks.

[0084] The present application integrates a dedicated explosion-proof motor mounting cavity on the ring-shaped component, which not only optimizes the installation space of the drive component 1 and reduces the overall volume and weight of the chassis, but also takes into account the power performance and adaptability to special working conditions through the characteristic adaptation of the motor, providing key power support for the stable and reliable operation of the wire-controlled chassis.

[0085] In one specific implementation, a steering component 3 is also included; the steering component 3 is disposed above the suspension component 2, and its output end is connected to the suspension component 2, for driving the suspension component 2 to rotate around the axis of the slewing connection through a steering torque to achieve steering.

[0086] In this application, to achieve precise steering of the steerable chassis, the steerable chassis also includes a steering assembly 3. The steering assembly 3 is fixedly mounted on the mounting platform of the second support of the support arm 202, and adopts an upper-mounted layout. The output end of the steering assembly 3 is connected to the suspension assembly 2, and during operation, it drives the suspension assembly to rotate around the axis of the rotary connection by outputting a controllable steering torque.

[0087] The layout provided in this application helps to shorten the transmission path of steering torque. With the stable rotational foundation provided by the slewing connection, smooth and precise steering actions are achieved, thereby improving the chassis's maneuverability and handling stability.

[0088] In some embodiments, this application provides a vehicle equipped with the drive-by-wire chassis device described above.

[0089] This application provides a vehicle equipped with the drive-by-wire chassis device described above. By integrating the drive, suspension, and steering into a single drive-by-wire chassis, the vehicle achieves a significant improvement in overall performance.

[0090] Specifically, in terms of load-bearing and driving, the vehicle, with the help of the integrated axle housing 110, dual-rim tires 111 and multi-stage transmission system of the drive assembly 1, has achieved a load-bearing capacity and strong driving force far exceeding that of a traditional single-wheel steering wheel; the built-in integrated driving and parking brake 106 directly acts on the half-shaft 108, providing reliable and efficient braking protection for the vehicle under high-speed and heavy-load conditions.

[0091] In terms of road adaptability and attitude control, the vehicle utilizes the active lifting mechanism 203 in the suspension assembly 2 to actively adjust the chassis ground clearance or vehicle attitude in real time according to changes in road conditions or load, which not only improves passability on rough roads but also optimizes stability when driving at high speeds on flat roads.

[0092] In terms of steering control, the top-mounted steering component 3 outputs precise steering torque, driving the entire drive unit to rotate flexibly around the stable slewing connection, achieving agile and precise steering of the vehicle. This integrated design makes this vehicle particularly suitable for special mobile platforms with stringent requirements for heavy-duty load capacity, adaptability to complex terrain, high mobility, and precise control, such as heavy-duty AGVs and special-purpose vehicles, demonstrating broad application prospects.

[0093] While numerous embodiments of this application have been shown and described herein, it will be apparent to those skilled in the art that such embodiments are provided by way of example only. Many modifications, alterations, and alternatives will arise for those skilled in the art without departing from the spirit and intent of this application. It should be understood that various alternatives to the embodiments of this application described herein may be employed in the practice of this application. The appended claims are intended to define the scope of protection of this application and therefore cover equivalents or alternatives within the scope of these claims.

Claims

1. A wire-controlled chassis device, characterized in that, It includes a drive assembly (1) and a suspension assembly (2), wherein the drive assembly (1) includes: Drive motor (101); A multi-stage transmission system, the input end of which is connected to the output end of the drive motor (101), is used to transmit power to the wheel end and realize the switching of at least two speed ratios; An integrated axle housing (110) has a receiving cavity for accommodating the multi-stage transmission system; the integrated axle housing (110) includes multiple non-convex mounting surfaces for respectively connecting different functional components of the multi-stage transmission system and the suspension assembly (2); and The driving and parking integrated brake (106) is located inside the integrated axle housing (110) and integrated into the power transmission path of the multi-stage transmission system to provide braking function for the wheels.

2. The wire-controlled chassis device according to claim 1, characterized in that, The integrated bridge housing (110) includes a first sleeve and a second sleeve, wherein the first sleeve is connected to a notch in the middle region of the second sleeve; the interior of the first sleeve has a first mounting surface (110-1); the two ends of the second sleeve have a second mounting surface (110-2) and a third mounting surface (110-3).

3. The wire-controlled chassis device according to claim 2, characterized in that, The multi-stage transmission system includes a two-speed gearbox (103), a main reducer, a differential, and a wheel-side reducer connected in sequence. The two-speed gearbox (103) is fixedly connected to the first mounting surface (110-1). The output of the main reducer directly drives the differential. Both are rigidly fixed to the second mounting surface (110-2) and the third mounting surface (110-3) by a support (105).

4. The wire-controlled chassis device according to claim 3, characterized in that, The outer surface of the first sleeve is constructed as a fourth mounting surface (110-4), which is an annular cylindrical surface; The suspension assembly (2) includes a swing arm (201) with a rotary mounting cavity; the first sleeve extends into the rotary mounting cavity, and a sliding bearing (207) is fitted on the fourth mounting surface (110-4), and the axial positioning is achieved by the positioning plate (208) to realize the rotary connection between the suspension assembly (2) and the integrated axle housing (110).

5. The wire-controlled chassis device according to claim 2, characterized in that, The inner wall of the first sleeve has a first annular boss arranged along its axial direction, and the surface of the first annular boss forms the first mounting surface (110-1).

6. The wire-controlled chassis device according to claim 2, characterized in that, The outer wall of the first sleeve has a second annular boss arranged along its axial direction, and the surface of the second annular boss has a protruding stop boss (110-5).

7. The wire-controlled chassis device according to any one of claims 2-6, characterized in that, The two-speed transmission (103) includes a planetary gear set, a clutch assembly, and a brake assembly; The clutch assembly is configured to selectively engage the sun gear (1036) with the planet carrier (1039) to achieve rigid synchronous rotation of the two. The brake assembly is configured to selectively secure the gear ring (1038); The clutch assembly and brake assembly are configured to enable the planetary carrier (1039) to output different speed ratios by engaging or disengaging.

8. The wire-controlled chassis device according to claim 7, characterized in that, The clutch assembly includes a clutch chamber (1031) and a clutch moving plate (1034) and a clutch stationary plate (1033) controlled by a clutch piston (1032). The brake assembly includes a brake moving plate (1041) and a brake stationary plate (1040) controlled by a brake piston (1042). A first return mechanism is provided between the clutch chamber (1031) and the clutch piston (1032), and a second return mechanism is provided between the brake piston (1042) and the output flange (1043); and the first return mechanism and the second return mechanism are configured to drive the clutch piston (1032) and the brake piston (1042) to return to their original positions after the corresponding oil chambers are depressurized.

9. The wire-controlled chassis device according to any one of claims 2-6, characterized in that, The integrated driving and parking brake (106) is a wet multi-disc brake, integrated at the output end of the main reducer and differential or the input end of the wheel-side reducer, and includes: Moving plate (1066) and stationary plate (1067); A parking brake unit, comprising a parking spring assembly (1062) and a parking piston (1063), is configured to selectively press the moving plate and the stationary plate by the preload of the parking spring assembly (1062); The service brake unit includes a service piston (1064) and a return spring assembly (1065), and is configured to selectively press the moving plate (1066) and the stationary plate (1067) by hydraulic pressure. The parking brake unit shares and works together with the service brake unit on the same set of moving plates (1066) and stationary plates (1067).

10. The wire-controlled chassis device according to claim 9, characterized in that, The outer circumference of the brake chamber (1061) is provided with a parking brake release oil passage, a service brake execution oil passage and a temporary exhaust passage; The temporary exhaust passage is configured to allow high-pressure fluid to flow into the parking brake release passage and the service brake actuation passage without pressure loss.

11. The wire-controlled chassis device according to claim 4, characterized in that, The suspension assembly (2) includes: The support arm (202) includes a first support portion and a second support portion; the upper surface of the second support portion has a horizontally arranged mounting platform. A swing arm (201) includes an annular member and a rotary connection portion disposed at the end of the annular member; the outer peripheral wall of the annular member is hinged to the first support arm (202) via a hinge structure; and The lifting mechanism (203) has one end hinged to the second support arm (202) via a hinge structure and the other end hinged to the swing arm (201) via a hinge structure; the lifting mechanism (203) is configured to actively adjust its length to change the position of the swing arm (201) relative to the support arm (202).

12. The wire-controlled chassis device according to claim 11, characterized in that, The integral axle housing is suspended below the swing arm (201) through the slewing connection. The driving torque and ground impact load of the drive assembly (1) are borne by the integrated axle housing (110) and transmitted to the suspension assembly (2) through the slewing connection, thereby realizing the separation of driving function and load-bearing function.

13. The wire-controlled chassis device according to claim 11, characterized in that, The swing arm (201) has a first mounting cavity in its annular part. The first mounting cavity is used to accommodate the drive motor (101) in the drive assembly (1). The drive motor (101) is an explosion-proof permanent magnet synchronous variable frequency traction motor.

14. A vehicle, characterized in that, It is equipped with a drive-by-wire chassis device as described in any one of claims 1-13.

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