Steering drive, corner module arrangement for a vehicle, and vehicle

Abstract

The application discloses a steering driver, an angle module device of a vehicle and the vehicle, and relates to the technical field of vehicle steering. The first wheel system comprises a gear ring set, a planetary gear set, a first sun gear and a first planet carrier. The gear ring set comprises a first gear ring and a second gear ring. The planetary gear set comprises a first planetary gear and a second planetary gear. The first planetary gear is engaged between the first gear ring and the first sun gear. The first gear ring is fixed to a housing. The second gear ring is engaged with the second planetary gear and is configured as a power output end of the first wheel system. The first sun gear is configured as a power input end of the first wheel system. The planetary gear set is arranged on the first planet carrier. In the same planetary gear set, the first planetary gear is coaxially connected with the second planetary gear and the tooth trace rotation directions of the first planetary gear and the second planetary gear are opposite. Thus, the axial impact can be effectively offset by coaxially connecting the first planetary gear and the second planetary gear of the planetary gear set and making the tooth trace rotation directions of the first planetary gear and the second planetary gear opposite, and the service life of the steering driver is prolonged.

Description

Technical Field

[0001] This invention relates to the field of vehicle steering technology, and in particular to a steering drive, a vehicle corner module device, and a vehicle. Background Technology

[0002] In related technologies, with the rapid development of electric vehicles and intelligent driving technology, corner module devices, as one of the core technologies of electric chassis, are becoming the focus of industry attention. Corner module devices drive the wheels to steer through steering actuators to achieve vehicle steering. However, steering actuators are easily subjected to axial impacts (such as impacts from the wheel and road surface, inertial impacts at the moment of steering reversal, axial component forces generated by the helix angle of the gears themselves, etc.). When steering actuators are subjected to axial impacts, the internal gears are easily damaged, which seriously affects the service life of the steering actuators. 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 steering drive that can effectively counteract axial impacts and has a long service life.

[0004] The present invention further proposes a corner module device for a vehicle.

[0005] The present invention further proposes a vehicle.

[0006] According to the present invention, a steering drive includes: a housing and a transmission mechanism, at least a portion of which is disposed in the housing and includes: a first gear train, the first gear train including: a ring gear set, a planetary gear set, a first sun gear, and a first planet carrier, the ring gear set including: a first ring gear and a second ring gear, and the planetary gear set including: a first planetary gear and a second planetary gear. The first planetary gear meshes between the first ring gear and the first sun gear. The first ring gear is fixed to the housing. The second ring gear meshes with the second planetary gear and is configured as the power output end of the first gear train. The first sun gear is configured as the power input end of the first gear train. The planetary gear set is disposed on the first planet carrier. In the same planetary gear set, the first planetary gear and the second planetary gear are coaxially fixed and have opposite tooth line helices. A drive unit configured to drive the first sun gear to rotate.

[0007] According to the present invention, by making the first planetary gear and the second planetary gear of the planetary gear set coaxially fixed and with opposite tooth lines, axial impact can be effectively counteracted and the service life of the steering drive can be extended.

[0008] In some examples of the present invention, the meshing clearance between the planetary gear set and the gear ring set is zero.

[0009] In some examples of the present invention, the transmission efficiency of the first gear train is η, which satisfies the relationship: η < 50%.

[0010] In some examples of the present invention, η=1 / (1+ψX(1 / ∣ieb∣) 1)), where ψX= ieb=-Zb / Za(1+Zc / Zd), μ is the tooth surface friction coefficient, f is the friction coefficient correction factor, α is the pressure angle, the number of teeth of the first sun gear is Za, the number of teeth of the first gear ring is Zb, and the number of teeth of the first planet gear and the second planet gear are Zc and Zd, respectively.

[0011] In some examples of the present invention, the transmission mechanism further includes: a second gear train, the second gear train including: a third ring gear, a third planet gear, a second sun gear, and a second planet carrier, the third planet gear meshing between the third ring gear and the second sun gear, the third planet gear being disposed on the second planet carrier, the third ring gear being fixed to the housing, the second sun gear being configured as the power input end of the second gear train, the second planet carrier being configured as the power output end of the second gear train and being drively connected to the first sun gear, and the driving member being configured to drive the second sun gear to rotate, thereby driving the first sun gear to rotate.

[0012] In some examples of the present invention, the second gear train and the first gear train are arranged along the axial direction of the first sun gear.

[0013] In some examples of the present invention, there are multiple second gear trains. Along the power transmission direction, in two adjacent second gear trains, the second planet carrier of the upstream second gear train is driven to the second sun gear of the downstream second gear train, and the second planet carrier of the downstream second gear train is driven to the first sun gear. The driving member is configured to drive the second sun gear of the upstream second gear train to rotate.

[0014] In some examples of the present invention, the steering drive further includes: an output shaft and an angle sensor, the output shaft being drivenly connected to the second gear ring, and the angle sensor including: a first sensing part and a second sensing part, the first sensing part being drivenly connected to the output shaft, and the second sensing part being fixed to the housing.

[0015] In some examples of the present invention, the first sensing part is housed within the output shaft, a portion of the second sensing part is housed within the output shaft, and another portion extends out of the output shaft and is fixed to the inner wall of the housing.

[0016] The corner module device for a vehicle according to the present invention includes: a wheel assembly and a steering drive, wherein the steering drive is the aforementioned steering drive and the steering drive is configured to drive the wheel assembly to steer.

[0017] In some examples of the present invention, the vehicle corner module device further includes: a first steering knuckle and a second steering knuckle, the first steering knuckle being fixed to the wheel assembly and rotatably disposed on the second steering knuckle, and the steering drive being disposed on the second steering knuckle and configured to drive the first steering knuckle to rotate relative to the second steering knuckle to drive the wheel assembly to steer.

[0018] The vehicle according to the invention includes the aforementioned vehicle corner module device or the aforementioned steering drive.

[0019] 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

[0020] 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 steering drive according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the first gear train according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the second gear train according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a plurality of second gear trains according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the transmission mechanism, output shaft, and angle sensor according to an embodiment of the present invention; Figure 6 This is a structural schematic diagram of the corner module device according to an embodiment of the present invention.

[0021] Figure label: Corner module device 100; Wheel assembly 10; First steering knuckle 20; Second steering knuckle 30; First connecting part 31; Second connecting part 32; Body part 33; Steering drive 40; housing 41; mounting flange 411; transmission mechanism 42; first gear train 43; first sun gear 431; first planet carrier 432; first ring gear 433; second ring gear 434; first planet gear 435; second planet gear 436; ring gear set 44; planet gear set 45; Second gear train 46; Third gear ring 461; Third planetary gear 462; Second sun gear 463; Second planetary carrier 464; Output shaft 47; mounting space 471; output flange 472; angle sensor 48; rectangular bump 481; Drive component 49; Toe bar 60; upper control arm structure 61; lower control arm structure 62; shock absorber 63. Detailed Implementation

[0022] 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.

[0023] The following is for reference. Figures 1-6 A steering drive 40 according to an embodiment of the present invention is described.

[0024] like Figure 1 , Figure 2 , Figure 5 As shown, the steering drive 40 according to an embodiment of the present invention includes: a housing 41, a transmission mechanism 42, and a drive member 49.

[0025] At least a portion of the transmission mechanism 42 is disposed in the housing 41 and includes: a first gear train 43, the first gear train 43 including: a ring gear group 44, a planetary gear group 45, a first sun gear 431, and a first planet carrier 432, the ring gear group 44 including: a first ring gear 433 and a second ring gear 434, and the planetary gear group 45 including: a first planetary gear 435 and a second planetary gear 436.

[0026] The transmission mechanism 42 may have a portion of its structure located within the housing 41, or the entire structure of the transmission mechanism 42 may be located within the housing 41.

[0027] The first planetary gear 435 meshes between the first ring gear 433 and the first sun gear 431. The first ring gear 433 is an internal gear ring and is fixed to the housing 41. As some embodiments of this application, the first ring gear 433 and the housing 41 can be fixedly connected by means of, but not limited to, bolt connection, snap-fit, welding, interference fit, etc. The second ring gear 434 meshes with the second planetary gear 436 and is configured as the power output end of the first gear train 43. The second ring gear 434 is an internal gear ring and is the power output end of the first gear train 43. That is, after the power is transmitted to the first gear train 43, it is output through the second ring gear 434. The first sun gear 431 is configured as the power input end of the first gear train 43. That is, the power is transmitted to the first gear train 43 by the first sun gear 431.

[0028] Planetary gear sets 45 are mounted on the first planet carrier 432. In the same planetary gear set 45, the first planet gear 435 and the second planet gear 436 are coaxially fixed and have opposite directions of tooth rotation. There can be one or more planetary gear sets 45, which are arranged around the axis of rotation of the first sun gear 431. The first planet carrier 432 has planet shafts, and the number of planet shafts in the first planet carrier 432 is the same as the number of planetary gear sets 45 and corresponds one-to-one. The first planet gear 435 and the second planet gear 436 of the planetary gear set 45 are mounted on the corresponding planet shafts and can rotate relative to the planet shafts. In other words, the first planet gear 435 and the second planet gear 436 of the planetary gear set 45 can both rotate on their own axis and revolve around the sun shaft.

[0029] In the same planetary gear set 45, the first planetary gear 435 and the second planetary gear 436 are coaxially arranged and fixedly connected. As some embodiments of this application, the first planetary gear 435 and the second planetary gear 436 in the same planetary gear set 45 can be fixedly connected by means of, but not limited to, welding, bolting, etc. The tooth lines of the first planetary gear 435 and the second planetary gear 436 have opposite directions of rotation. As some embodiments of this application, both the first planetary gear 435 and the second planetary gear 436 are constructed as helical gears, such as helical cylindrical gears.

[0030] The drive member 49 is configured to drive the first sun gear 431 to rotate. In some embodiments of this application, the drive member 49 is directly connected to the first sun gear 431. In other embodiments, the drive member 49 is connected to the first sun gear 431 via other transmission components (such as the second gear train 46 described below). The drive member 49 can drive the first sun gear 431 to rotate, thereby outputting power to the wheel assembly 10 via the second ring gear 434 of the first gear train 43, thus driving the wheel assembly 10 to turn. Specifically, the rotation of the first sun gear 431 can drive the first planetary gear 435, which in turn drives the second planetary gear 436 to revolve and rotate together. The second planetary gear 436 can drive the second ring gear 434 to rotate to output power. In some embodiments of this application, the drive member 49 is disposed in the housing 41.

[0031] It should be noted that by making the first planetary gear 435 and the second planetary gear 436 of the planetary gear set 45 coaxially fixed and with opposite tooth line rotation directions, axial impact can be effectively offset, reducing the probability of damage to the first gear train 43, thereby helping to extend the service life of the steering drive 40. Furthermore, the first gear train 43 proposed in this application can achieve an ultra-large transmission ratio, thus effectively playing a role in deceleration and torque increase, improving the reliability of the steering drive 40 in steering the wheel assembly 10. Moreover, while achieving an ultra-large transmission ratio, the first gear train 43 proposed in this application is compact in structure and small in size, making it easy to arrange. In addition, the first gear train 43 proposed in this application has high precision, low backlash, and reliable operation.

[0032] Therefore, by making the first planetary gear 435 and the second planetary gear 436 of the planetary gear set 45 coaxially fixed and with opposite tooth lines, axial impact can be effectively offset and the service life of the steering drive 40 can be extended.

[0033] In some embodiments of the present invention, the meshing clearance between the planetary gear set 45 and the gear ring set 44 is zero. The planetary gear set 45 includes a first planetary gear 435 and a second planetary gear 436, and the gear ring set 44 includes a first gear ring 433 and a second gear ring 434. The first planetary gear 435 and the second planetary gear 436 of the planetary gear set 45 are considered as a single unit, and the first gear ring 433 and the second gear ring 434 of the gear ring set 44 are considered as a single unit. Therefore, the meshing clearance between the entire unit formed by the first planetary gear 435 and the second planetary gear 436 and the entire unit formed by the first gear ring 433 and the second gear ring 434 is zero. As some embodiments of this application, the first planetary gear 435 can be rotated at a certain angle relative to the second planetary gear 436 so that the teeth of the first planetary gear 435 are not completely aligned with the teeth of the second planetary gear 436. Then, the first planetary gear 435 and the second planetary gear 436 are fixedly connected and assembled with the gear ring assembly 44 so that the meshing clearance between the planetary gear assembly 45 and the gear ring assembly 44 is zero.

[0034] It should be emphasized that in traditional planetary gear trains, if the meshing clearance between the planet gears and the ring gear is zero, the planetary gear train will jam. However, this application makes the first planet gear 435 mesh between the first ring gear 433 and the first sun gear 431, and the second ring gear 434 mesh with the second planet gear 436. In the same planetary gear set 45, the first planet gear 435 and the second planet gear 436 are coaxially fixed and have opposite tooth lines. Even if the overall meshing clearance between the planetary gear set 45 and the ring gear set 44 is designed to be zero, the first gear train 43 will not jam.

[0035] This design can eliminate backlash, reduce or even eliminate the vibration of the wheel assembly 10 when the vehicle is traveling at high speed, improve driving experience and vehicle safety. Moreover, it should be explained that if backlash exists, the wheel assembly 10 must overcome the backlash every time it changes direction, which will lead to inaccurate steering control at small angles. This application can eliminate backlash and improve steering control accuracy.

[0036] In some embodiments of the present invention, the transmission efficiency of the first wheel train 43 is η, satisfying the relationship: η < 50%. For example, the transmission efficiency η of the first wheel train 43 can be, but is not limited to, 48%, 42%, etc. By constructing the first wheel train 43 in the above-described structural form and making the transmission efficiency of the first wheel train 43 η, the present application enables the first wheel train 43 to have a reverse self-locking characteristic, significantly reducing the risk of wheel assembly 10 wobbling due to impact, significantly improving the driving stability of the vehicle, and eliminating the need for continuous operation of the drive component 49 to maintain the stability of the wheel assembly 10 (preventing wobbling), reducing the risk of failure due to heat generation from continuous operation of the drive component 49, and increasing the service life of the drive component 49.

[0037] In some embodiments of the present invention, η=1 / (1+ψX(1 / ∣ieb∣) 1)), where ψX= ieb=-Zb / Za(1+Zc / Zd), μ is the tooth surface friction coefficient, f is the friction coefficient correction factor, α is the pressure angle, the number of teeth of the first sun gear 431 is Za, the number of teeth of the first gear ring 433 is Zb, and the number of teeth of the first planet gear 435 and the second planet gear 436 are Zc and Zd, respectively.

[0038] Specifically, ψX is the sum of the meshing loss coefficients of the gear pair, ieb is the transmission ratio, μ can be any value between 0.08 and 0.12 when lubrication is good, f is usually any value between 2.0 and 2.5, the pressure angle α is usually 20°, and tan20°≈0.364. Based on the above formulas, the number of teeth on each gear in the first gear train 43 can be obtained, facilitating the design of a self-locking first gear train 43.

[0039] In some embodiments of the present invention, such as Figures 3-5 As shown, the transmission mechanism 42 further includes a second gear train 46, which includes a third gear ring 461, a third planet gear 462, a second sun gear 463, and a second planet carrier 464. The third planet gear 462 meshes between the third gear ring 461 and the second sun gear 463. The third gear ring 461 is an internal gear ring. There can be multiple third planet gears 462, which are arranged around the shaft of the second sun gear 463.

[0040] The third planetary gear 462 is mounted on the second planetary carrier 464, which has planetary axes. The number of planetary axes on the second planetary carrier 464 is the same as the number of the third planetary gear 462 and they correspond one-to-one. The third planetary gear 462 is mounted on the corresponding planetary axis and can rotate relative to the planetary axis. In other words, the third planetary gear 462 can both rotate on its own axis and revolve around the sun.

[0041] The third gear ring 461 is fixed to the housing 41. As some embodiments of this application, the third gear ring 461 and the housing 41 can be fixedly connected by means of, but not limited to, bolt connection, snap-fit, welding, interference fit, etc. The second sun gear 463 is configured as the power input end of the second gear train 46, that is, power is transmitted from the second sun gear 463 to the second gear train 46. The second planet carrier 464 is configured as the power output end of the second gear train 46 and is connected to the first sun gear 431 for transmission. That is, the power of the second gear train 46 is output from the second planet carrier 464, and the power of the second gear train 46 is output from the second planet carrier 464 to the first sun gear 431 to drive the first sun gear 431 to rotate.

[0042] By setting a second gear train 46 upstream of the power source of the first gear train 43, a two-stage series reduction can be formed, which can further improve the overall transmission ratio, reduce the load on the drive component 49, and improve steering control accuracy and output torque.

[0043] In some embodiments of the present invention, such as Figure 5 As shown, the second gear train 46 and the first gear train 43 are arranged along the axial direction of the first sun gear 431. Specifically, the second gear train 46 and the first gear train 43 are arranged at intervals along the axial direction of the first sun gear 431. Furthermore, the axial direction of the first sun gear 431 is collinear with the axial direction of the second sun gear 463. This arrangement enables the transmission mechanism 42 to form a cylindrical structure, significantly improving structural compactness, which is beneficial for improving space utilization and facilitating integration within the steering drive 40. Moreover, the collinearity of the axial direction of the first sun gear 431 and the second sun gear 463 ensures that the axes of the second gear train 46 and the first gear train 43 are collinear, resulting in smaller eccentricity error, higher transmission rigidity, smoother steering, less vibration, and less backlash.

[0044] In some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, there are multiple second gear trains 46. Along the power transmission direction, in two adjacent second gear trains 46, the second planet carrier 464 of the upstream second gear train 46 is connected to the second sun gear 463 of the downstream second gear train 46, and the second planet carrier 464 of the downstream second gear train 46 is connected to the first sun gear 431. The driving member 49 is configured to drive the second sun gear 463 of the upstream second gear train 46 to rotate.

[0045] The number of second gear trains 46 can be, but is not limited to, two, three, four, etc. Along the power transmission direction, in two adjacent second gear trains 46, the second planet carrier 464 of the upstream second gear train 46 is connected to the second sun gear 463 of the downstream second gear train 46. In other words, the power output end of the upstream second gear train 46 is connected to the power input end of the downstream second gear train 46.

[0046] The second planetary carrier 464 of the downstream second gear train 46 is connected to the first sun gear 431 in a transmission connection. In other words, the power output end of the downstream second gear train 46 is connected to the power input end of the first gear train 43 in a transmission connection.

[0047] The drive member 49 is configured to drive the second sun gear 463 of the uppermost second gear train 46 to rotate. That is, the drive member 49 is connected to the power input end of the uppermost second gear train 46. The drive member 49 can drive the second sun gear 463 of the uppermost second gear train 46 to rotate. The power is transmitted to the first gear train 43 through multiple second gear trains 46, and then to the wheel assembly 10 to drive the wheel assembly 10 to turn.

[0048] This setup enables multi-stage series reduction, further increasing the overall transmission ratio, effectively reducing the load on the drive components, and effectively improving steering control accuracy and output torque.

[0049] In some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, multiple second gear trains 46 are arranged along the axial direction of the first sun gear 431. Specifically, multiple second gear trains 46 are arranged at intervals along the axial direction of the first sun gear 431, and further, the axial directions of multiple second sun gears 463 are collinear. This arrangement enables the transmission mechanism 42 to form a cylindrical structure, significantly improving structural compactness, which is beneficial for improving space utilization and facilitating integrated arrangement within the steering drive 40. Moreover, the collinearity of the axial directions of multiple second sun gears 463 ensures that the axes of multiple second gear trains 46 are collinear, resulting in small eccentricity error, high transmission rigidity, smoother steering, no vibration, and smaller backlash.

[0050] In some embodiments of the present invention, such as Figure 5As shown, the steering drive 40 further includes an output shaft 47 and an angle sensor 48. The output shaft 47 is drivenly connected to the second gear ring 434. In some embodiments of this application, the output shaft 47 and the second gear ring 434 can be connected by means of, but not limited to, welding, bolting, etc. The angle sensor 48 includes a first sensing part and a second sensing part. The first sensing part is drivenly connected to the output shaft 47. In some embodiments of this application, the first sensing part and the output shaft 47 can be fixedly connected by means of, but not limited to, welding, snap-fitting, bolting, etc. The second sensing part is fixed to the housing 41. In some embodiments of this application, the second sensing part and the housing 41 can be fixedly connected by means of, but not limited to, welding, snap-fitting, bolting, etc.

[0051] Understandably, the first sensing unit can rotate together with the output shaft 47, and the second sensing unit can be fixed relative to the first sensing unit. In other words, the first sensing unit can rotate relative to the second sensing unit. This enables the angle sensor 48 to accurately obtain the rotation angle of the output shaft 47, so that the controller can obtain the steering angle of the wheel assembly 10, thereby improving the steering control accuracy of the wheel assembly 10.

[0052] In some embodiments of the present invention, such as Figure 5 As shown, the first sensing unit is housed within the output shaft 47, and a portion of the second sensing unit is housed within the output shaft 47, while another portion extends out of the output shaft 47 and is fixed to the inner wall of the housing 41.

[0053] Specifically, the output shaft 47 defines a mounting space 471. The first sensing unit is housed within the mounting space 471 and fixedly connected to the output shaft 47. A portion of the structure of the second sensing unit is housed within the mounting space 471, while another portion of the second sensing unit extends out of the output shaft 47 and is fixed to the inner wall of the housing 41. For example, the peripheral wall of the output shaft 47 has a clearance through-hole communicating with the mounting space 471, allowing another portion of the second sensing unit to extend out of the output shaft 47 from the clearance through-hole and be fixed to the inner wall of the housing 41. As some embodiments of this application, the other portion of the second sensing unit extends radially out of the output shaft 47.

[0054] As some embodiments of this application, the structure of the second sensing part extending out of the output shaft 47 includes a rectangular protrusion 481. The inner wall of the housing 41 is formed with a mounting groove adapted to the rectangular protrusion 481. At least a portion of the rectangular protrusion 481 is installed in the mounting groove so that another part of the structure of the second sensing part is engaged and fixed with the inner wall of the housing 41.

[0055] This arrangement allows part of the second sensing unit and the first sensing unit to be installed inside the output shaft 47. The design is ingenious and helps to further improve the structural compactness of the transmission mechanism 42. It greatly facilitates the integration and arrangement within the steering drive 40. Moreover, it also enables the miniaturization of the steering drive 40 and facilitates its placement.

[0056] like Figure 6 As shown, the corner module device 100 of a vehicle according to an embodiment of the present invention includes a wheel assembly 10 and a steering drive 40, wherein the steering drive 40 is the aforementioned steering drive 40, and the steering drive 40 is configured to drive the wheel assembly 10 to steer. Specifically, the second gear ring 434 of the steering drive 40 can be driven to the wheel assembly 10 (either directly or indirectly). The power of the drive member 49 can be output to the wheel assembly 10 via the second gear ring 434 of the first wheel train 43 to drive the wheel assembly 10 to steer. By applying the aforementioned steering drive 40, axial impact can be effectively counteracted, and the service life of the steering drive 40 can be extended.

[0057] In some embodiments of the present invention, such as Figure 6 As shown, the corner module device 100 further includes: a first steering knuckle 20 and a second steering knuckle 30. The first steering knuckle 20 is fixed to the wheel assembly 10 and rotatably disposed on the second steering knuckle 30. As some embodiments of this application, the first steering knuckle 20 is fixed to the hub motor of the wheel assembly 10. As some embodiments of this application, the first steering knuckle 20 can be locked to the wheel assembly 10 by bolts, or the first steering knuckle 20 can be locked to the wheel assembly 10 by screws, rivets, etc. As some embodiments of this application, the first steering knuckle 20 includes a rotating shaft, and the first steering knuckle 20 is connected to the second steering knuckle 30 through the rotating shaft, so as to be rotatably disposed on the second steering knuckle 30.

[0058] A steering actuator 40 is disposed on the second steering knuckle 30 and configured to drive the first steering knuckle 20 to rotate relative to the second steering knuckle 30, thereby steering the wheel assembly 10. As some embodiments of this application, the steering actuator 40 may be disposed on the second steering knuckle 30 by means of, but not limited to, bolting, riveting, welding, etc. Power from the drive member 49 can be output to the first steering knuckle 20 via the second gear ring 434 of the first wheel train 43 to drive the first steering knuckle 20 to rotate relative to the second steering knuckle 30, thereby steering the wheel assembly 10.

[0059] As some embodiments of this application, such as Figure 1As shown, the housing 41 may have a mounting flange 411, which can be fixed to the second steering knuckle 30. The second gear ring 434 can be connected to the output shaft 47. The output shaft 47 may have an output flange 472, which can be fixed to the first steering knuckle 20, so as to achieve the technical effect of driving the first steering knuckle 20 to rotate relative to the second steering knuckle 30, thereby driving the wheel assembly 10 to steer.

[0060] This configuration enables 10 independent steering drives for the wheel assembly, resulting in high structural integration, a short transmission chain, fast steering response, and high control precision.

[0061] In some embodiments of the present invention, such as Figure 6 As shown, the second steering knuckle 30 includes: a first connecting portion 31, a second connecting portion 32, and a body portion 33, along the height direction of the corner module device 100 (i.e., Figure 1 (As shown in the Z direction), the first connecting part 31 and the second connecting part 32 are respectively disposed at both ends of the main body part 33, and the first steering knuckle 20 is disposed between the first connecting part 31 and the second connecting part 32.

[0062] As some embodiments of this application, the first connecting part 31, the second connecting part 32 and the body part 33 can be connected by means of, but not limited to, welding, bolting, riveting, etc., or the first connecting part 31, the second connecting part 32 and the body part 33 can be integrally formed, that is, the second steering knuckle 30 can be constructed as an integrally formed part.

[0063] The first steering knuckle 20 is disposed between the first connecting portion 31 and the second connecting portion 32. That is, the second steering knuckle 30 can be constructed as a C-shaped structure, and at least a portion of the first steering knuckle 20 can be surrounded by the C-shaped structure. As some embodiments of this application, the first steering knuckle 20 is rotatably engaged with the first connecting portion 31, or the first steering knuckle 20 is rotatably engaged with the second connecting portion 32, or the first steering knuckle 20 is rotatably engaged with both the first connecting portion 31 and the second connecting portion 32.

[0064] By arranging the first steering knuckle 20 between the first connecting part 31 and the second connecting part 32, the rotational coaxiality and support rigidity of the first steering knuckle 20 can be improved, making the wheel assembly 10 more stable in steering and more evenly stressed. Moreover, the upper and lower clamping layout can improve the resistance of the first steering knuckle 20 and the second steering knuckle 30 to lateral impact, reduce the risk of deformation, and help ensure steering accuracy and safety under high-speed driving and complex road conditions. In addition, this arrangement makes reasonable use of space, and the layout is ingenious and compact, which helps to improve space utilization and reduce space occupation.

[0065] In some embodiments of the present invention, such as Figure 1 As shown, along the height direction of the corner module device 100 (i.e. Figure 1 (As shown in the Z direction), the first connecting portion 31 is located above the second connecting portion 32, and the steering drive 40 is disposed on the first connecting portion 31. As some embodiments of this application, a mounting groove is formed at the end of the first connecting portion 31 opposite to the second connecting portion 32, and a portion of the steering drive 40 is received in the mounting groove.

[0066] By using the upper first connecting part 31 as the mounting position of the steering drive 40, the upper space of the corner module device 100 can be fully utilized, resulting in a more regular layout and facilitating wiring and maintenance. Furthermore, by using the upper first connecting part 31 as the mounting position of the steering drive 40, the steering drive 40 can be kept away from areas where mud, water, and gravel splash from the road surface, reducing the risk of damage and improving operational reliability. In addition, during the steering of the drive wheel assembly 10, only the first steering knuckle 20 rotates while the second steering knuckle 30 remains relatively stationary. By placing the steering drive 40 in the first connecting part 31, the risk of steering drive 40 failure can be reduced.

[0067] In some embodiments of the present invention, such as Figure 1 As shown, the corner module device 100 also includes a toe bar 60, which is hinged to the second steering knuckle 30 and configured to be hinged to the vehicle body.

[0068] As some embodiments of this application, the toe bar 60 and the second steering knuckle 30, and the toe bar 60 and the vehicle body, can be connected via bushings. Bushings are generally made of materials such as rubber or polyurethane. This application uses a rubber bushing as an example for illustration. Rubber bushings have good elasticity and vibration damping performance, effectively absorbing vibrations and impacts during vehicle operation. Bushings can be installed at the connection points between the toe bar 60 and the second steering knuckle 30, and between the toe bar 60 and the vehicle body. The bushings act as padding and buffering devices, reducing friction between the toe bar 60 and the second steering knuckle 30 and the vehicle body. They also provide vibration damping and sound insulation, 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.

[0069] As some embodiments of this application, the vehicle body may include: a vehicle body, a subframe, and the front toe bar 60 may be hinged to the vehicle body or to the subframe.

[0070] By setting the toe bar 60, the second steering knuckle 30 can be effectively constrained and positioned, so that the toe parameters of the wheel assembly 10 are stable during vertical movement and steering, maintaining a good wheel assembly 10 positioning angle and reducing abnormal tire wear. At the same time, the toe bar 60 can help bear lateral and longitudinal forces, improve the overall stiffness of the suspension system, and improve the vehicle's straight-line driving stability, steering precision and handling safety.

[0071] In some embodiments of the present invention, such as Figure 1 As shown, the corner module device 100 also includes an upper control arm structure 61 and a lower control arm structure 62. Both the upper control arm structure 61 and the lower control arm structure 62 are hinged to the second steering knuckle 30, and both the upper control arm structure 61 and the lower control arm structure 62 are configured to be hinged to the vehicle body.

[0072] Among them, along the height direction of the corner module device 100 (i.e. Figure 1 (As shown in the Z direction), the upper control arm structure 61 can be disposed above the lower control arm structure 62. As some embodiments of this application, along the height direction of the corner module device 100 (i.e., Figure 1 (As shown in the Z direction), the toe bar 60 can be located between the upper control arm structure 61 and the lower control arm structure 62.

[0073] As some embodiments of this application, the upper control arm structure 61 and the second steering knuckle 30, the upper control arm structure 61 and the vehicle body, the lower control arm structure 62 and the second steering knuckle 30, and the lower control arm structure 62 and the vehicle body can all be connected by bushings. Bushings are generally made of materials such as rubber or polyurethane. This application uses a rubber bushing as an example for illustration. Rubber bushings have good elasticity and vibration damping performance, effectively absorbing vibrations and impacts during vehicle operation. Bushings can be installed at the connection points of the upper control arm structure 61 and the second steering knuckle 30, the upper control arm structure 61 and the vehicle body, the lower control arm structure 62 and the second steering knuckle 30, and the lower control arm structure 62 and the vehicle body. The bushings act as padding and buffering devices, reducing friction between the upper control arm structure 61 and the second steering knuckle 30 and the vehicle body, as well as friction between the lower control arm structure 62 and the second steering knuckle 30 and the vehicle body. They also provide vibration damping and sound insulation, 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.

[0074] As some embodiments of this application, the vehicle body may include: a vehicle body and a subframe. The upper control arm structure 61 may be hinged to the vehicle body or the subframe, and the lower control arm structure 62 may be hinged to the vehicle body or the subframe. As some embodiments of this application, the upper control arm structure 61 may be constructed as a double wishbone structure or a multi-link structure, and the lower control arm structure 62 may be constructed as a double wishbone structure or a multi-link structure.

[0075] By setting up an upper control arm structure 61 and a lower control arm structure 62, and hinged both the upper control arm structure 61 and the lower control arm structure 62 to the second steering knuckle 30 and the vehicle body, a stable dual-point support and spatial positioning can be formed for the second steering knuckle 30, making its movement trajectory more precise and its posture more stable during the movement of the wheel assembly 10. Simultaneously, the upper control arm structure 61 and the lower control arm structure 62 can jointly bear and transmit lateral forces, longitudinal forces, and vertical impact loads from the wheel assembly 10, significantly improving the overall rigidity and load-bearing capacity of the suspension system, enhancing vehicle ride comfort, handling stability, and driving safety, ensuring reliable wheel assembly 10 positioning parameters, and reducing abnormal wear. Furthermore, the upper control arm structure 61 and the lower control arm structure 62 can restrict the rotation of the second steering knuckle 30 relative to the vehicle body, keeping the second steering knuckle 30 relatively stationary during wheel assembly 10 steering, reducing the risk of the second steering knuckle 30 rotating along with the wheel assembly 10 during steering.

[0076] In some embodiments of the present invention, such as Figure 1 As shown, the corner module device 100 further includes a shock absorber 63, which is hinged to the second steering knuckle 30 and configured to be connected to the vehicle body. The shock absorber 63 can be connected via a bushing, or it can be connected to the second steering knuckle 30 via other components. The shock absorber 63 can be connected to the vehicle body, which may include a body frame and a subframe. The shock absorber 63 can be connected to either the body frame or the subframe.

[0077] By incorporating shock absorbers 63, vibrations and impacts transmitted from the road surface to the vehicle body can be effectively absorbed and attenuated, reducing suspension bounce and vibration transmission to the vehicle body, thus improving ride smoothness and comfort. Furthermore, it reduces damage to components such as the locking mechanism 50 and steering drive 40 from impact loads, enhancing the overall reliability and service life of the corner module device 100.

[0078] The vehicle according to an embodiment of the present invention includes the corner module device 100 of the above embodiment, or includes the steering drive 40 of the above embodiment. By applying the steering drive 40 of the above embodiment, the steering drive 40 of the above embodiment can effectively counteract axial impact and extend the service life of the steering drive 40 by making the first planetary gear 435 and the second planetary gear 436 of the planetary gear set 45 coaxially fixed and with opposite tooth helix directions.

[0079] 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.

[0080] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0081] In the description of this invention, "a plurality of" means two or more.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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 steering drive, characterized in that, include: A housing and a transmission mechanism, wherein at least a portion of the transmission mechanism is disposed in the housing and includes: a first gear train, the first gear train including: a ring gear set, a planet gear set, a first sun gear, and a first planet carrier; the ring gear set including: a first ring gear and a second ring gear; the planet gear set including: a first planet gear and a second planet gear. The first planetary gear meshes between the first ring gear and the first sun gear. The first ring gear is fixed to the housing. The second ring gear meshes with the second planetary gear and is configured as the power output end of the first gear train. The first sun gear is configured as the power input end of the first gear train. The planetary gear set is disposed on the first planet carrier. In the same planetary gear set, the first planetary gear and the second planetary gear are coaxially fixed and have opposite tooth line helices. A drive unit configured to drive the first sun gear to rotate.

2. The steering drive according to claim 1, characterized in that, The meshing clearance between the planetary gear set and the gear ring set is zero.

3. The steering drive according to claim 1, characterized in that, The transmission efficiency of the first gear train is η, which satisfies the relationship: η < 50%.

4. The steering drive according to claim 3, characterized in that, η=1 / (1+ψX(1 / ∣ieb∣ 1)), where ψX= ieb=-Zb / Za(1+Zc / Zd), μ is the tooth surface friction coefficient, f is the friction coefficient correction factor, α is the pressure angle, the number of teeth of the first sun gear is Za, the number of teeth of the first gear ring is Zb, and the number of teeth of the first planet gear and the second planet gear are Zc and Zd, respectively.

5. The steering drive according to claim 1, characterized in that, The transmission mechanism further includes a second gear train, which includes a third ring gear, a third planet gear, a second sun gear, and a second planet carrier. The third planet gear meshes between the third ring gear and the second sun gear. The third planet gear is disposed on the second planet carrier. The third ring gear is fixed to the housing. The second sun gear is configured as the power input end of the second gear train. The second planet carrier is configured as the power output end of the second gear train and is connected to the first sun gear via a transmission. The driving component is configured to drive the second sun gear to rotate, thereby driving the first sun gear to rotate.

6. The steering drive according to claim 5, characterized in that, The second gear train and the first gear train are arranged along the axial direction of the first sun gear.

7. The steering drive according to claim 5, characterized in that, The second gear train is multiple. Along the power transmission direction, in two adjacent second gear trains, the second planet carrier of the upstream second gear train is connected to the second sun gear of the downstream second gear train, and the second planet carrier of the downstream second gear train is connected to the first sun gear. The driving member is configured to drive the second sun gear of the upstream second gear train to rotate.

8. The steering drive according to any one of claims 1-7, characterized in that, Also includes: An output shaft and an angle sensor are provided. The output shaft is connected to the second gear ring via a drive. The angle sensor includes a first sensing part and a second sensing part. The first sensing part is connected to the output shaft via a drive, and the second sensing part is fixed to the housing.

9. The steering drive according to claim 8, characterized in that, The first sensing unit is housed within the output shaft, and a portion of the second sensing unit is housed within the output shaft, while another portion extends out of the output shaft and is fixed to the inner wall of the housing.

10. A corner module device for a vehicle, characterized in that, include: A wheel assembly and a steering drive, wherein the steering drive is a steering drive according to any one of claims 1-9, and the steering drive is configured to drive the wheel assembly to steering.

11. The corner module device for a vehicle according to claim 10, characterized in that, Also includes: A first steering knuckle and a second steering knuckle, the first steering knuckle being fixed to the wheel assembly and rotatably disposed on the second steering knuckle, the steering drive being disposed on the second steering knuckle and configured to drive the first steering knuckle to rotate relative to the second steering knuckle, thereby driving the wheel assembly to steer.

12. A vehicle, characterized in that, Includes the corner module device of the vehicle according to claim 10 or 11, or includes the steering drive according to any one of claims 1-9.

Images