Transmission, steering drive and vehicle

Abstract

The application discloses a transmission mechanism, a steering driver and a vehicle, relates to the field of vehicles, and discloses a transmission gear and a matched gear, wherein the transmission gear comprises a first sub-gear and a second sub-gear, an elastic member is arranged between an adjusting member and a convex part and applies a force to the adjusting member towards the second sub-gear, so that the adjusting member is matched with the second sub-gear and the transmission gear is maintained in a first state, in the first state, there is a deviation in the circumferential phase angle between the first sub-gear and the second sub-gear, and the meshing gap between the transmission gear and the matched gear is zero; when the stress moment of the second sub-gear reaches a preset value, the adjusting member is driven to move close to the convex part and rotate by a preset angle, so that the transmission gear is maintained in a second state, and the first sub-gear and the second sub-gear synchronously participate in transmission. Thus, the first state of the transmission gear corresponds to the wheel position when the vehicle is in straight-line driving, the wheels are locked when the vehicle is in straight-line driving, the risk that the wheels swing left and right due to road excitation is reduced, and the steering stability of the wheels is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more particularly to a transmission mechanism, a steering drive, and a vehicle. Background Technology

[0002] As the automotive industry accelerates its transformation towards electrification and intelligentization, four-wheel steer-by-wire systems have gradually become a research focus. Four-wheel steer-by-wire systems decouple the steering wheel from the wheels, eliminating any mechanical transmission connection between them. Therefore, when the vehicle is traveling straight, it's impossible to keep the wheels at the zero position (straight-line driving position) by simply holding the steering wheel. Instead, the steer-by-wire motor drives the wheels through a transmission device. The meshing gears in this transmission device have gaps, causing the wheels to sway left and right when stimulated by the road surface. Consequently, when the vehicle needs to travel straight, it's difficult to maintain a precise straight-line driving position, affecting the vehicle's handling stability. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of the present invention is to provide a transmission mechanism that can reduce the risk of wheel swaying from side to side due to road surface excitation and improve wheel handling stability.

[0004] The present invention further proposes a steering drive.

[0005] The present invention further proposes a vehicle.

[0006] According to the transmission mechanism of the present invention, there are a plurality of transmission components that are sequentially coupled, at least one of the transmission components being configured as a transmission adjustment component, the transmission adjustment component comprising: A drive shaft and a drive gear, wherein the drive gear is sleeved on the drive shaft and meshes with a cooperating gear of an adjacent drive assembly, and the drive gear includes a first sub-gear and a second sub-gear arranged axially along the drive shaft and engaging in transmission, wherein the first sub-gear engages in transmission with the drive shaft; An adjusting member and an elastic member are provided. The adjusting member is located at the end of the second sub-gear away from the first sub-gear. The transmission shaft has a protrusion. The elastic member is located between the adjusting member and the protrusion and is configured to apply a force toward the second sub-gear to the adjusting member so that the adjusting member engages with the second sub-gear and the transmission gear is maintained in a first state. In the first state, there is a circumferential phase angle deviation between the first sub-gear and the second sub-gear, and the meshing clearance between the transmission gear and the mating gear is zero. The second sub-gear is configured to drive the adjusting member to move closer to the protrusion when the torque reaches a preset value, and rotate by a preset angle so that the transmission gear is maintained in the second state. In the second state, the circumferential phase angle deviation between the first sub-gear and the second sub-gear is zero, so that the first sub-gear and the second sub-gear participate in the transmission synchronously.

[0007] According to the transmission mechanism of the present invention, by making the first state of the transmission gear correspond to the wheel position when the vehicle is traveling in a straight line, the wheel will be locked when the vehicle is traveling in a straight line, reducing the risk of the wheel swaying left and right due to road surface excitation and improving the handling stability of the wheel.

[0008] In some examples of the present invention, the transmission gear has a first tooth and a second tooth. The first tooth includes a first sub-tooth and a second sub-tooth arranged axially along the transmission shaft. The second tooth includes a third sub-tooth and a fourth sub-tooth arranged axially along the transmission shaft. The first sub-tooth and the third sub-tooth are configured as the teeth of the first sub-gear, and the second sub-tooth and the fourth sub-tooth are configured as the teeth of the second sub-gear. In the first state, the surface of the second sub-tooth facing away from the second tooth contacts one of the teeth of the mating gear, and the surface of the third sub-tooth facing away from the first tooth contacts the other tooth of the mating gear, so that the meshing clearance between the transmission gear and the mating gear is zero.

[0009] In some examples of the present invention, one of the second sub-gear and the adjusting member is formed with a mating protrusion, and the other is formed with a mating groove adapted to the mating protrusion. From the fixed end to the free end of the mating protrusion, the cross-sectional area of ​​the mating protrusion gradually decreases so that both sides of the mating protrusion along the circumferential direction are constructed as guide surfaces.

[0010] In some examples of the present invention, the number of the mating protrusions is at least one, and the number of the mating grooves is the same as the number of the mating protrusions.

[0011] In some examples of the present invention, the guide surface is constructed as a plane or an arc surface.

[0012] In some examples of the present invention, one of the second sub-gear and the first sub-gear is formed with a mating key, and the other is formed with a mating keyway. The number of mating keys and the number of mating keyways are the same and they are mated one-to-one. The mating keys and the corresponding mating keyways are mated with a clearance along the circumferential direction.

[0013] In some examples of the present invention, the transmission shaft includes: a first shaft and a second shaft, the first shaft being driven by the first sub-gear, the second shaft being connected to the first shaft, and the second shaft being sleeved on a portion of the first shaft and threadedly engaged with the second sub-gear.

[0014] In some examples of the present invention, the transmission adjustment assembly further includes: a fixing member, wherein the first shaft has a first mating hole, the second shaft has a second mating hole corresponding to the first mating hole, and the fixing member passes through the first mating hole and the second mating hole.

[0015] The steering drive according to the present invention includes: a drive member and a transmission mechanism, wherein the transmission mechanism is the aforementioned transmission mechanism, the drive member is drively connected to the transmission mechanism, and the transmission mechanism is adapted to be connected to the wheel assembly of a vehicle.

[0016] The vehicle according to the invention includes the aforementioned transmission mechanism, or includes the aforementioned steering drive.

[0017] 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

[0018] 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 the transmission adjustment assembly according to an embodiment of the present invention; Figure 2 This is a partially exploded schematic diagram of the transmission adjustment assembly according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the first sub-gear and the mating gear according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the second sub-gear and the mating gear according to an embodiment of the present invention; Figure 5 This is a cross-sectional view of the transmission adjustment assembly according to an embodiment of the present invention; Figure 6 This is a schematic diagram of a steering drive according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the corner module device according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the corner module device according to an embodiment of the present invention from another angle; Figure 9 This is a cross-sectional view of the corner module device according to an embodiment of the present invention.

[0019] Figure label: Corner module device 100; Steering drive 10; Drive unit 11; Transmission mechanism 2; transmission assembly 20; mating gear 201; first mating gear 2011; second mating gear 2012; third mating gear 2013; Transmission adjustment component 21; Drive shaft 22; First shaft 221; First mating hole 2211; Second shaft 222; Protrusion 2221; External thread 2222; Second mating hole 2223; Transmission gear 23; First sub-gear 231; Mating key 2311; Second sub-gear 232; Mating groove 2321; First tooth 233; First sub-tooth 2331; Second sub-tooth 2332; Second tooth 234; Third sub-tooth 2341; Fourth sub-tooth 2342; Adjusting component 24; mating protrusion 241; guide surface 2411; elastic component 25; fixing component 26; Wheel assembly 30; Wheel hub 301; Steering knuckle 302; Upper control arm structure 40; mounting bracket 401; 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

[0020] 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.

[0021] The following is for reference. Figures 1-6 The transmission mechanism 2, the steering drive 10, and the vehicle are described according to embodiments of the present invention.

[0022] like Figure 6 As shown, the transmission mechanism 2 according to an embodiment of the present invention includes: a plurality of transmission components 20 that are sequentially coupled, wherein the transmission mechanism 2 can be applied to a steering drive 10, the steering drive 10 being used to drive the wheel assembly 30 of the vehicle to steer.

[0023] like Figures 1-6 As shown, at least one transmission component 20 is configured as a transmission adjustment component 21, which includes: a transmission shaft 22, a transmission gear 23, an adjustment member 24, and an elastic member 25.

[0024] The transmission gear 23 is sleeved on the transmission shaft 22 and meshes with the mating gear 201 of the adjacent transmission component 20. As some embodiments of this application, the transmission adjustment component 21 is made to drive the adjacent transmission component 20 by meshing the transmission gear 23 with the mating gear 201 of the adjacent transmission component 20.

[0025] The transmission gear 23 includes a first sub-gear 231 and a second sub-gear 232 arranged axially along the transmission shaft 22 and in transmission engagement. The first sub-gear 231 is in transmission engagement with the transmission shaft 22. The first sub-gear 231 and the transmission shaft 22 can be in transmission engagement via, but not limited to, a connecting key.

[0026] Adjusting member 24 is disposed at the end of the second sub-gear 232 opposite to the first sub-gear 231. That is, along the axial direction of the transmission shaft 22, the first sub-gear 231, the second sub-gear 232, and the adjusting member 24 are arranged in sequence. As some embodiments of this application, the adjusting member 24 is sleeved on the transmission shaft 22, and the transmission shaft 22 is formed with a protrusion 2221. For example, part of the structure of the transmission shaft 22 protrudes outward along the radial direction of the transmission shaft 22 to form the protrusion 2221. Elastic member 25 is disposed between the adjusting member 24 and the protrusion 2221 and is configured to apply a force toward the second sub-gear 232 to the adjusting member 24 so that the adjusting member 24 engages with the second sub-gear 232 and the transmission gear 23 is maintained in a first state. It can be understood that the elastic member 25 is compressed between the adjusting member 24 and the protrusion 2221 so that the elastic member 25 always has a tendency to extend, thereby being able to apply a force toward the second sub-gear 232 to the adjusting member 24. As some embodiments of this application, the elastic element 25 is sleeved on the drive shaft 22.

[0027] In the first state, there is a deviation in the circumferential phase angle between the first sub-gear 231 and the second sub-gear 232, and the meshing clearance between the transmission gear 23 and the mating gear 201 is zero. It should be explained that the first sub-gear 231 and the second sub-gear 232 can be understood as two parts obtained by radially cutting a single gear. That is, the number of teeth on the first sub-gear 231 is exactly the same as the number of teeth on the second sub-gear 232. When multiple teeth of the first sub-gear 231 are completely aligned with multiple teeth of the second sub-gear 232, the circumferential phase angle deviation between the first sub-gear 231 and the second sub-gear 232 is 0°. At this time, the first sub-gear 231 and the second sub-gear 232 can be equivalent to a gear with a larger tooth width, i.e., a complete transmission gear 23. When the circumferential phase angle deviation between the first sub-gear 231 and the second sub-gear 232 is not 0° (i.e., there is a deviation in the circumferential phase angle between the first sub-gear 231 and the second sub-gear 232), the meshing clearance between the transmission gear 23 and the mating gear 201 can be zero.

[0028] As some embodiments of this application, such as Figure 3 and Figure 4 As shown, the transmission gear 23 has a first tooth 233 and a second tooth 234. The first tooth 233 and the second tooth 234 can be configured as two adjacent teeth of the transmission gear 23. The first tooth 233 includes a first sub-tooth 2331 and a second sub-tooth 2332 arranged along the axial direction of the transmission shaft 22. The second tooth 234 includes a third sub-tooth 2341 and a fourth sub-tooth 2342 arranged along the axial direction of the transmission shaft 22. The first sub-tooth 2331 and the third sub-tooth 2341 are configured as teeth of the first sub-gear 231, and the second sub-tooth 2332 and the fourth sub-tooth 2342 are configured as teeth of the second sub-gear 232. That is, the first sub-tooth 2331 and the third sub-tooth 2341 are configured as two adjacent teeth of the first sub-gear 231, and the second sub-tooth 2332 and the fourth sub-tooth 2342 are configured as two adjacent teeth of the second sub-gear 232.

[0029] like Figure 3 and Figure 4 As shown, the mating gear 201 has a first mating tooth 2011, a second mating tooth 2012, and a third mating tooth 2013. The first mating tooth 2011, the second mating tooth 2012, and the third mating tooth 2013 can be constructed as three sequentially adjacent teeth of the mating gear 201. In the first state, the surface of the second tooth 2332 facing away from the second tooth 234 contacts the first mating tooth 2011. Specifically, the surface of the second tooth 2332 facing away from the second tooth 234 is in contact with the surface of the first mating tooth 2011 near the second mating tooth 2012, which is located between the first tooth 233 and the second tooth 234. The surface of the third tooth 2341 facing away from the first tooth 233 is in contact with the surface of the third mating tooth 2013 near the second mating tooth 2012. Thus, clockwise and counterclockwise rotation of the mating gear 201 is blocked by the second tooth 2332 and the third tooth 2341, respectively, ensuring that the meshing motion of the mating gear 201 and the transmission gear 23 is gapless unless the elastic force of the elastic element 25 is overcome, even if the meshing clearance between the transmission gear 23 and the mating gear 201 is zero. By corresponding the first state of the transmission gear 23 to the wheel position when the vehicle is traveling straight, the wheels can be locked when the vehicle is traveling straight, achieving the effect of keeping the wheels in the center position.

[0030] The second sub-gear 232 is configured to drive the adjusting member 24 to move closer to the protrusion 2221 when the torque reaches a preset value, and rotate by a preset angle to keep the transmission gear 23 in the second state. Specifically, when steering is required, the driving member 11 (e.g., a motor) can drive the transmission mechanism 2 to operate. At this time, power is transmitted from the mating gear 201 to the transmission gear 23, causing the second sub-gear 232 to experience torque. When the torque on the second sub-gear 232 reaches a preset value (this preset value is related to the elastic member 25), the second sub-gear 232 can drive the adjusting member 24 to move closer to the protrusion 2221 (overcoming the elastic force of the elastic member 25). As the adjusting member 24 moves closer to the protrusion 2221, the adjusting member 24 and the second sub-gear 232 gradually separate. The second sub-gear 232 rotates by a preset angle to keep the transmission gear 23 in the second state. In the second state, the circumferential phase angle deviation between the first sub-gear 231 and the second sub-gear 232 is zero, so that the first sub-gear 231 and the second sub-gear 232 participate in the transmission synchronously.

[0031] Specifically, when the second sub-gear 232 overcomes the elastic force of the elastic element 25 and rotates, the phase angle between the second sub-gear 232 and the first sub-gear 231 gradually decreases. After the second sub-gear 232 rotates by a preset angle, the phase angle between the second sub-gear 232 and the first sub-gear 231 decreases to zero, that is, the circumferential phase angle deviation between the first sub-gear 231 and the second sub-gear 232 is zero. At this time, multiple teeth of the first sub-gear 231 and multiple teeth of the second sub-gear 232 are completely aligned. The first sub-gear 231 and the second sub-gear 232 can be equivalent to a gear with a larger tooth width, so that the first sub-gear 231 and the second sub-gear 232 participate in the transmission synchronously and realize the steering function of the vehicle.

[0032] It should be noted that after the transmission mechanism 2 is assembled, the phase angle between the first sub-gear 231 and the second sub-gear 232 can be adjusted according to the clearance of the processed transmission gear 23 and the mating gear 201, so that the meshing of the transmission gear 23 and the mating gear 201 reaches the clearance-free state described above (i.e., the transmission gear 23 is in the first state). Then, the wheel is kept in the neutral position. In this way, when the wheel does not need to turn, the wheel can be locked because the meshing of the transmission gear 23 and the mating gear 201 reaches the clearance-free state described above, thus achieving the effect of keeping the wheel in the neutral position.

[0033] Therefore, by making the first state of the transmission gear 23 correspond to the wheel position when the vehicle is traveling in a straight line, the wheel will be locked when the vehicle is traveling in a straight line, reducing the risk of the wheel swaying left and right due to road surface excitation and improving the handling stability of the wheel.

[0034] Furthermore, in traditional solutions, when the drive-by-wire motor drives the wheel to rotate, it is necessary to first drive the transmission device to move a small amplitude (to eliminate the meshing backlash between gears). However, due to manufacturing tolerances, the meshing backlash of the gears cannot be guaranteed to be consistent across all products. This makes it impossible for the drive-by-wire motor to set a constant output angle to compensate for the meshing backlash value, resulting in difficulty in achieving precise steering control. In this application, however, a constant output value can be set for the drive component 11 (drive motor) to overcome the resistance of the elastic element 25, enabling precise steering control, reducing control difficulty, and improving product consistency.

[0035] As some embodiments of this application, the transmission component 20 that is in transmission cooperation with the transmission adjustment component 21 can also be constructed as the transmission adjustment component 21, and the mating gear 201 described above can be constructed as the structural form of the transmission gear 23.

[0036] In some embodiments of the present invention, such as Figure 3 and Figure 4 As shown, the transmission gear 23 has a first tooth 233 and a second tooth 234. The first tooth 233 and the second tooth 234 can be configured as two adjacent teeth of the transmission gear 23. The first tooth 233 includes a first sub-tooth 2331 and a second sub-tooth 2332 arranged along the axial direction of the transmission shaft 22. The second tooth 234 includes a third sub-tooth 2341 and a fourth sub-tooth 2342 arranged along the axial direction of the transmission shaft 22. The first sub-tooth 2331 and the third sub-tooth 2341 are configured as teeth of the first sub-gear 231, and the second sub-tooth 2332 and the fourth sub-tooth 2342 are configured as teeth of the second sub-gear 232. That is, the first sub-tooth 2331 and the third sub-tooth 2341 are configured as two adjacent teeth of the first sub-gear 231, and the second sub-tooth 2332 and the fourth sub-tooth 2342 are configured as two adjacent teeth of the second sub-gear 232.

[0037] In the first state, the surface of the second tooth 2332 facing away from the second tooth 234 contacts one of the teeth of the mating gear 201, and the surface of the third tooth 2341 facing away from the first tooth 233 contacts the other tooth of the mating gear 201, so that the meshing clearance between the transmission gear 23 and the mating gear 201 is zero.

[0038] As some embodiments of this application, such as Figure 3 and Figure 4As shown, the mating gear 201 has a first mating tooth 2011, a second mating tooth 2012, and a third mating tooth 2013. The first mating tooth 2011, the second mating tooth 2012, and the third mating tooth 2013 can be constructed as three sequentially adjacent teeth of the mating gear 201. In the first state, the surface of the second sub-tooth 2332 facing away from the second tooth 234 contacts the first mating tooth 2011. Specifically, the surface of the second sub-tooth 2332 facing away from the second tooth 234 fits against the surface of the first mating tooth 2011 near the second mating tooth 2012. The second mating tooth 2012 is located between the first tooth 233 and the second tooth 234. The surface of the third sub-tooth 2341 facing away from the first tooth 233 fits against the surface of the third mating tooth 2013 near the second mating tooth 2012, so that the meshing motion of the mating gear 201 and the transmission gear 23 is without gap unless the elastic force of the elastic element 25 is overcome, even if the meshing gap between the transmission gear 23 and the mating gear 201 is zero. This setup can be achieved by dividing the transmission gear 23 into two parts (first sub-gear 231 and second sub-gear 232) and then adjusting the phase angle of the first sub-gear 231 and the second sub-gear 232 to achieve zero meshing clearance between the transmission gear 23 and the mating gear 201. By corresponding the first state of the transmission gear 23 to the wheel position when the vehicle is traveling straight, the wheels when the vehicle is traveling straight can be locked, achieving the effect of keeping the wheels in the center position and improving the vehicle's handling stability.

[0039] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, one of the second sub-gear 232 and the adjusting member 24 has a mating protrusion 241, and the other has a mating groove 2321 adapted to the mating protrusion 241. As some embodiments of this application, the second sub-gear 232 has a mating protrusion 241, and the adjusting member 24 has a mating groove 2321 adapted to the mating protrusion 241. This document uses the example of the adjusting member 24 having a mating protrusion 241 and the second sub-gear 232 having a mating groove 2321 adapted to the mating protrusion 241 for illustration and description.

[0040] From the fixed end to the free end of the mating protrusion 241, i.e., from the adjusting member 24 to the second sub-gear 232, the cross-sectional area of ​​the mating protrusion 241 gradually decreases, so that both circumferential surfaces of the mating protrusion 241 are constructed as guide surfaces 2411. In other words, from the free end to the fixed end of the mating protrusion 241, i.e., from the second sub-gear 232 to the adjusting member 24, the cross-sectional area of ​​the mating protrusion 241 gradually increases, so that both circumferential surfaces of the mating protrusion 241 are constructed as guide surfaces 2411. The cross-section of the mating protrusion 241 is the cross-section of the mating protrusion 241 along a plane parallel to the radial direction of the transmission shaft 22. As some embodiments of this application, the longitudinal section of the mating protrusion 241 is constructed as a triangular or isosceles trapezoid, and the longitudinal section of the mating protrusion 241 is the cross-section of the mating protrusion 241 along a plane parallel to the axial direction of the transmission shaft 22.

[0041] With this configuration, when the second sub-gear 232 is subjected to torque and rotates clockwise or counterclockwise, the engagement of the mating groove 2321 and the mating protrusion 241 allows the second sub-gear 232 to drive the adjusting member 24 to move closer to the protrusion 2221, or vice versa. Thus, through a sophisticated mechanical structure design, the second sub-gear 232 can drive the adjusting member 24 to move axially when rotating, allowing the second sub-gear 232 to rotate to a state where its circumferential phase angle deviation from that of the first sub-gear 231 is zero. This ensures that the first sub-gear 231 and the second sub-gear 232 participate in transmission synchronously, reliably realizing the vehicle's steering function.

[0042] In some embodiments of the present invention, such as Figure 1 and Figure 2 As shown, the number of mating protrusions 241 is at least one, and the number of mating grooves 2321 is the same as the number of mating protrusions 241. In some embodiments of this application, the number of mating protrusions 241 is one, and the number of mating grooves 2321 is one. In other embodiments of this application, the number of mating protrusions 241 is multiple, and the number of mating grooves 2321 is the same as the number of mating protrusions 241. This allows the number of mating protrusions 241 to be designed according to actual needs, ensuring smooth mating between the second sub-gear 232 and the adjusting member 24, thereby improving the reliability and smoothness of the transmission mechanism 2.

[0043] In some embodiments of the present invention, such as Figure 1 and Figure 2As shown, the guide surface 2411 can be constructed as a plane or an arc surface. That is, the guide surface 2411 can be constructed as a plane or an arc surface, where the arc surface can be, but is not limited to, a circular arc surface, an elliptical arc surface, etc. Constructing the guide surface 2411 as a plane results in high force transmission efficiency, easy control of motion accuracy, and ease of machining. Constructing the guide surface 2411 as an arc surface provides strong adaptability to installation deviations and facilitates installation. The specific shape of the guide surface 2411 can be selected according to actual needs, offering good selectivity.

[0044] In some embodiments of the present invention, such as Figure 2 As shown, one of the second sub-gear 232 and the first sub-gear 231 has a mating key 2311, and the other has a mating keyway. The number of mating keys 2311 and mating keyways are the same and they are mated one-to-one. The mating keys 2311 and the corresponding mating keyways are mated with a clearance along the circumferential direction.

[0045] As some embodiments of this application, the second sub-gear 232 is formed with a mating key 2311, and the first sub-gear 231 is formed with a mating keyway. As some embodiments of this application, the second sub-gear 232 is formed with a mating keyway, and the first sub-gear 231 is formed with a mating key 2311. This article uses the example of the second sub-gear 232 having a mating keyway and the first sub-gear 231 having a mating key 2311 for illustration and description.

[0046] The number of mating keys 2311 and mating keyways are the same and correspond one-to-one. In some embodiments of this application, there are multiple mating keys 2311, evenly spaced circumferentially. At least a portion of each mating key 2311 is located within its corresponding mating keyway to achieve transmission between the second sub-gear 232 and the first sub-gear 231. This ensures smooth and stable power transmission between the second sub-gear 232 and the first sub-gear 231, improving the power transmission effect when the second sub-gear 232 and the first sub-gear 231 are equivalent to a single gear. The mating keys 2311 and their corresponding mating keyways are mated with a circumferential clearance. This arrangement not only facilitates assembly but also provides the second sub-gear 232 with space for slight rotation relative to the first sub-gear 231, allowing the second sub-gear 232 to rotate relative to the first sub-gear 231 to adjust the circumferential phase angle between them.

[0047] In some embodiments of the present invention, such as Figure 5As shown, the transmission shaft 22 includes a first shaft 221 and a second shaft 222. The first shaft 221 is in a transmission engagement with a first sub-gear 231, and the second shaft 222 is connected to the first shaft 221. A portion of the second shaft 222 is sleeved on the first shaft 221 and threadedly engaged with the second sub-gear 232. In some embodiments of this application, the first shaft 221 and the first sub-gear 231 are keyed together. In some embodiments of this application, the first shaft 221 and the first sub-gear 231 are constructed as a single integral part. The second shaft 222 is connected to the first shaft 221. In some embodiments of this application, the connection methods between the second shaft 222 and the first shaft 221 include, but are not limited to, snap-fit ​​connection, bolt connection, and pin-fixed connection.

[0048] The second shaft 222 is sleeved on the portion of the first shaft 221 and threadedly engaged with the second sub-gear 232. That is, a portion of the first shaft 221 passes through the second shaft 222, and a portion of the second shaft 222 is sleeved on the outside of a portion of the first shaft 221. The structure of the second shaft 222 sleeved on the first shaft 221 has an external thread 2222, and the second sub-gear 232 has an internal thread. The internal thread engages with the external thread 2222 to achieve threaded engagement between the second shaft 222 and the second sub-gear 232. Specifically, the second shaft 222 has a protrusion 2221. The adjusting member 24 and the elastic member 25 are both sleeved on the second shaft 222, and the portions of the second sub-gear 232, the second shaft 222, and the first shaft 221 are sequentially sleeved from the outside in.

[0049] With this configuration, during assembly, the axial distance between the protrusion 2221 and the adjusting member 24 can be adjusted by turning the second shaft 222 and / or the second sub-gear 232 to adjust the compression of the elastic member 25. No additional tooling is required for clamping, which facilitates assembly. Moreover, the threaded fit allows the second sub-gear 232 to rotate at a small angle relative to the drive shaft 22 to change the circumferential phase angle deviation between the second sub-gear 232 and the first sub-gear 231.

[0050] In some embodiments of the present invention, such as Figure 5As shown, the transmission adjustment assembly 21 further includes a fixing member 26. A first shaft 221 has a first mating hole 2211, and a second shaft 222 has a second mating hole 2223 corresponding to the first mating hole 2211. The fixing member 26 passes through the first mating hole 2211 and the second mating hole 2223. Both the first mating hole 2211 and the second mating hole 2223 can be constructed as through holes. A portion of the second shaft 222 is sleeved on the outside of a portion of the first shaft 221. The portion of the first shaft 221 that passes through the second shaft 222 can form the first mating hole 2211, and the portion of the second shaft 222 that sleeves on the outside of the first shaft 221 can form the second mating hole 2223. By inserting the fixing member 26 through the first mating hole 2211 and the second mating hole 2223, the second shaft 222 and the first shaft 221 can be locked together, thus fixing the second shaft 222 and the first shaft 221 together. This structural arrangement is reasonable, facilitates disassembly and assembly, and improves disassembly and assembly efficiency.

[0051] like Figure 6 As shown, the steering drive 10 according to an embodiment of the present invention includes: a drive member 11 and a transmission mechanism 2. The transmission mechanism 2 is the transmission mechanism 2 described above. The drive member 11 is connected to the transmission mechanism 2 in a transmission manner. The transmission mechanism 2 is adapted to be connected to the wheel assembly 30 of the vehicle.

[0052] As some embodiments of this application, the transmission mechanism 2 includes a plurality of sequentially coupled transmission components 20. The plurality of sequentially coupled transmission components 20 may include a first-end transmission component and a last-end transmission component. The plurality of sequentially coupled transmission components 20 may also include an intermediate transmission component that is driven between the first-end transmission component and the last-end transmission component. The drive member 11 may be driven connected to the first-end transmission component, and the last-end transmission component may be driven connected to the wheel assembly 30 of the vehicle. As some embodiments of this application, the last-end transmission component may be connected to the steering knuckle 302 of the vehicle, and the steering knuckle 302 of the vehicle may be driven connected to the wheel assembly 30. The intermediate transmission component and / or the last-end transmission component may be configured as the transmission adjustment component 21 described above.

[0053] As some embodiments of this application, the end-drive assembly is constructed as the transmission adjustment assembly 21 described above, and the drive shaft 22 is formed with a spline portion that mates with the steering knuckle 302. By constructing the end-drive assembly as the transmission adjustment assembly 21 described above, the rotation angle of the drive shaft 22 is the same as the rotation angle of the wheel assembly 30, which facilitates the installation of the transmission adjustment assembly 21.

[0054] Along the direction of power transmission, any two transmission components 20 that are directly coupled can be constructed as a set of reduction gears, which can achieve excellent deceleration and torque increase effect, enabling the steering drive 10 to reliably drive the wheel assembly 30 to steer and improve the reliability of the steering drive 10.

[0055] As some embodiments of this application, the multiple sequentially driven transmission components 20 are configured as three sets of reduction gears. The first set of reduction gears can be a worm gear reduction gear, and the second and third sets of reduction gears can both be configured as gear reduction gears.

[0056] By applying the aforementioned transmission mechanism 2, the first state of the transmission gear 23 can correspond to the wheel position when the vehicle is traveling in a straight line. When the vehicle is traveling in a straight line, the wheel will be locked, reducing the risk of the wheel swaying left and right due to road surface excitation and improving the wheel's handling stability.

[0057] like Figures 7-9 As shown, the corner module device 100 according to an embodiment of the present invention includes: an upper control arm structure 40, a lower control arm structure 50, a steering knuckle 302, and a wheel assembly 30.

[0058] 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 302. The lower control arm structure 50 and the upper control arm structure 40 are arranged along the rotation axis direction of the steering knuckle 302. The lower control arm structure 50 is hinged to the steering knuckle 302. 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 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. The steering knuckle 302 is connected to the wheel assembly 30, and the steering drive 10 is driveably connected to the steering knuckle 302 to drive the steering knuckle 302 to steer the wheel assembly 30.

[0059] The steering knuckle 302 can be connected to the vehicle's wheel assembly 30, which is mounted on the steering knuckle 302 via a wheel hub 301 and bearings, enabling the wheel assembly 30 to perform steering movements. 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 302, and both the lower control arm structure 50 and the upper control arm structure 40 can be located on the side of the steering knuckle 302 opposite to the wheel assembly 30. The lower control arm structure 50 and the upper control arm structure 40 can be arranged axially along the drive shaft 22.

[0060] The lower control arm structure 50 can be hinged to the steering knuckle 302, 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 302, allowing the steering knuckle 302 to move freely within a certain range. This allows 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 vehicle driving.

[0061] As some embodiments of this application, the end of the lower control arm structure 50 connected to the steering knuckle 302 can be formed with a ball joint structure. The ball joint structure can be installed in the corresponding hole of the steering knuckle 302. The ball joint structure can rotate in multiple directions, so that the steering knuckle 302 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 302 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.

[0062] like Figures 7-9 As shown, the upper control arm structure 40 may include a mounting bracket 401, a first control arm 402, and a second control arm 403. Both the first control arm 402 and the second control arm 403 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 or polyurethane; this application uses a rubber bushing as an example. Rubber bushings have good elasticity and vibration damping properties, effectively absorbing vibrations and impacts during vehicle operation. Bushings can be installed at the connection point between the first control arm 402 and the frame, and bushings can be installed at the connection point between the second control arm 403 and the frame. Bushings act as padding and buffering, reducing friction between the first control arm 402, the second control arm 403, and the frame, while also providing vibration damping and sound insulation, thus improving vehicle ride comfort. By selecting bushings with appropriate stiffness and damping characteristics, a certain amount of elastic deformation can be provided when the suspension system bounces, thereby achieving reasonable suspension system performance.

[0063] 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 403, a bushing can be pressed into a corresponding hole in the second control arm 403, and a bolt can pass through the central hole of the bushing, thereby connecting the second control arm 403 and the vehicle frame together by bolts, thus fixing the second control arm 403 and the vehicle frame together.

[0064] Mounting bracket 401 is connected to both the first control arm 402 and the second control arm 403, which can be located at opposite ends of the mounting bracket 401. Both the first and second control arms 402 and 403 are hinged to the mounting bracket 401 and can rotate relative to it. By decoupling the rotational degrees of freedom at the connection points of the first and second control arms 402 and 403, the anti-pitch geometry of the upper control arm structure 40 can be achieved. This effectively reduces vehicle pitch motion during braking and acceleration, resulting in a more stable driving posture and improved vehicle stability, thus enhancing driver control. Furthermore, a well-designed hardpoint for the first control arm 402 contributes to optimal suspension system performance.

[0065] The steering drive 10 can be fixed to the mounting bracket 401. The steering drive 10 can be connected to the mounting bracket 401 by means of snap-fit, bolt connection or other methods. The steering drive 10 can be connected to the steering knuckle 302 for transmission. The steering drive 10 can drive the steering knuckle 302 to rotate. When the steering drive 10 drives the steering knuckle 302 to rotate, the steering knuckle 302 can drive the wheel assembly 30 to turn.

[0066] 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 403. The steering drive 10 can be fixed to the mounting bracket 401. The first control arm 402 and the second control arm 403 are both hinged to the mounting bracket 401, which can better install the steering drive 10 and make the steering drive 10 reasonably positioned. The upper control arm structure 40 of the corner module device 100 includes the first control arm 402 and the second control arm 403, 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.

[0067] In some embodiments of this application, such as Figure 9 As shown, along the rotation axis direction of the steering knuckle 302, the steering knuckle 302 and the mounting bracket 401 are spaced apart by a distance L, satisfying the relationship: 2mm≤L≤15mm.

[0068] Along the rotation axis of the steering knuckle 302, the steering knuckle 302 can be spaced apart from the mounting bracket 401. The distance between the steering knuckle 302 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 302 and the mounting bracket 401 to be spaced at a certain distance, avoiding interference between them and allowing the steering knuckle 302 to rotate relative to the mounting bracket 401. Furthermore, this arrangement can appropriately control the distance between the steering knuckle 302 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 302 in use.

[0069] In some embodiments of the present invention, such as Figure 7 As shown, the corner module device 100 may further include a vibration damper 91, the lower end of which is connected to the lower control arm structure 50.

[0070] The lower end of the shock absorber 91 can be connected to the lower control arm structure 50 via a bushing. As an example, the lower end of the shock absorber 91 may include a first sub-arm and a second sub-arm, which can be configured with mounting notches that mate with the lower control arm structure 50. The lower control arm structure 50 may have mating mounting holes. The first and second sub-arms can be connected to the lower control arm structure 50 via bushings, which can be pressed into the mating mounting holes. Bolts can pass through the central hole of the bushings, connecting the lower control arm structure 50 and the first sub-arms together. Bolts can also 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 shock absorber 91 together, allowing the lower control arm structure 50 to rotate and swing.

[0071] like Figures 7-9 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 302, 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 302 and is used to brake in conjunction with the brake disc 70.

[0072] The hub motor assembly 60 can be mounted on the steering knuckle 302. In some embodiments of this application, the hub motor assembly 60 can be welded to the steering knuckle 302, screwed in, etc. The brake disc 70 can be mounted 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 mounted on the steering knuckle 302 and can engage with the brake disc 70 to brake the vehicle.

[0073] 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.

[0074] 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.

[0075] Therefore, by integrating the hub motor assembly 60, brake disc 70, and brake caliper 80 into the steering knuckle 302, the vehicle's braking and driving functions are integrated into the steering knuckle 302, thereby improving the integration level.

[0076] 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 302 and is used to brake in conjunction with the brake disc 70.

[0077] 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 302 and is used to engage 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.

[0078] As some embodiments of this application, such as Figure 8 As shown, the steering knuckle 302 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.

[0079] The vehicle according to the embodiments of this application includes the steering drive 10 of the above embodiments, or the transmission mechanism 2 of the above embodiments. By making the first state of the transmission gear 23 correspond to the wheel position when the vehicle is traveling in a straight line, the wheels are locked when the vehicle is traveling in a straight line, reducing the risk of the wheels swaying left and right due to road surface excitation and improving the handling stability of the wheels.

[0080] Furthermore, in traditional solutions, when the drive-by-wire motor drives the wheel to rotate, it is necessary to first drive the transmission device to move a small amplitude (to eliminate the meshing backlash between gears). However, due to manufacturing tolerances, the meshing backlash of the gears cannot be guaranteed to be consistent across all products. This makes it impossible for the drive-by-wire motor to set a constant output angle to compensate for the meshing backlash value, resulting in difficulty in achieving precise steering control. In this application, however, a constant output value can be set for the drive component 11 (drive motor) to overcome the resistance of the elastic element 25, enabling precise steering control, reducing control difficulty, and improving product consistency.

[0081] 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.

[0082] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0083] In the description of this invention, "a plurality of" means two or more.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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 transmission mechanism, characterized in that, It includes multiple transmission components that are sequentially coupled, at least one of the transmission components being configured as a transmission adjustment component, the transmission adjustment component including: A drive shaft and a drive gear, wherein the drive gear is sleeved on the drive shaft and meshes with a cooperating gear of an adjacent drive assembly, and the drive gear includes a first sub-gear and a second sub-gear arranged axially along the drive shaft and engaging in transmission, wherein the first sub-gear engages in transmission with the drive shaft; An adjusting member and an elastic member are provided. The adjusting member is located at the end of the second sub-gear away from the first sub-gear. The transmission shaft has a protrusion. The elastic member is located between the adjusting member and the protrusion and is configured to apply a force toward the second sub-gear to the adjusting member so that the adjusting member engages with the second sub-gear and the transmission gear is maintained in a first state. In the first state, there is a circumferential phase angle deviation between the first sub-gear and the second sub-gear, and the meshing clearance between the transmission gear and the mating gear is zero. The second sub-gear is configured to drive the adjusting member to move closer to the protrusion when the torque reaches a preset value, and rotate by a preset angle so that the transmission gear is maintained in the second state. In the second state, the circumferential phase angle deviation between the first sub-gear and the second sub-gear is zero, so that the first sub-gear and the second sub-gear participate in the transmission synchronously.

2. The transmission mechanism according to claim 1, characterized in that, The transmission gear has a first tooth and a second tooth. The first tooth includes a first sub-tooth and a second sub-tooth arranged axially along the transmission shaft. The second tooth includes a third sub-tooth and a fourth sub-tooth arranged axially along the transmission shaft. The first sub-tooth and the third sub-tooth are constructed as the gear teeth of the first sub-gear, and the second sub-tooth and the fourth sub-tooth are constructed as the gear teeth of the second sub-gear. In the first state, the surface of the second sub-tooth facing away from the first tooth contacts one of the gear teeth of the mating gear, and the surface of the third sub-tooth facing away from the first tooth contacts the other gear tooth of the mating gear, so that the meshing clearance between the transmission gear and the mating gear is zero.

3. The transmission mechanism according to claim 1, characterized in that, One of the second sub-gear and the adjusting member has a mating protrusion, and the other has a mating groove adapted to the mating protrusion. From the fixed end to the free end of the mating protrusion, the cross-sectional area of ​​the mating protrusion gradually decreases so that both sides of the mating protrusion along the circumferential direction are constructed as guide surfaces.

4. The transmission mechanism according to claim 3, characterized in that, The number of the mating protrusions is at least one, and the number of the mating grooves is the same as the number of the mating protrusions.

5. The transmission mechanism according to claim 3, characterized in that, The guide surface is constructed as a plane or an arc surface.

6. The transmission mechanism according to claim 1, characterized in that, One of the second sub-gear and the first sub-gear has a mating key, and the other has a mating keyway. The number of mating keys and mating keyways are the same and they are matched one-to-one. The mating keys and the corresponding mating keyways are mated with a clearance along the circumferential direction.

7. The transmission mechanism according to claim 1, characterized in that, The transmission shaft includes a first shaft and a second shaft. The first shaft is in transmission engagement with the first sub-gear, and the second shaft is connected to the first shaft. The portion of the second shaft is sleeved on the first shaft and is threadedly engaged with the second sub-gear.

8. The transmission mechanism according to claim 7, characterized in that, The transmission adjustment assembly further includes a fixing member, wherein the first shaft has a first mating hole, the second shaft has a second mating hole corresponding to the first mating hole, and the fixing member passes through the first mating hole and the second mating hole.

9. A steering drive, characterized in that, include: A drive component and a transmission mechanism, wherein the transmission mechanism is a transmission mechanism according to any one of claims 1-8, the drive component is drively connected to the transmission mechanism, and the transmission mechanism is adapted to be connected to the wheel assembly of a vehicle.

10. A vehicle, characterized in that, It includes the transmission mechanism according to any one of claims 1-8, or the steering drive according to claim 9.

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