A vehicle body turning structure, an electric drive device, and a new energy vehicle

Abstract

The application discloses a vehicle body steering structure, an electric drive device and a new energy vehicle. The vehicle body steering structure is characterized in that the input end of a first transmission assembly is fixedly connected with a motor shaft, the output end of a second transmission assembly is fixedly connected with an output shaft, and the transmission of steering power is realized. The vehicle body steering structure further comprises a detection assembly arranged in the housing. The output end of the first transmission assembly and the input end of the second transmission assembly are coaxially arranged through a transition shaft body, and the detection assembly is provided with a transition hole corresponding to the position of the transition shaft body. The transition shaft body passes through the transition hole and is rotationally connected with the transition hole. Thus, the detection assembly is arranged internally while being capable of supporting and limiting the transition shaft body through the transition hole, so that the radial shaking and deflection trend of the transition shaft body is inhibited when transmitting power between the first transmission assembly and the second transmission assembly. Therefore, the vehicle body steering structure of the application has the advantages of high stability and high precision compared with the prior art.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle body mounting structure technology, and more specifically, to a vehicle body steering structure, electric drive equipment, and new energy vehicles. Background Technology

[0002] Currently, motor-driven steering actuators are becoming an important development direction for vehicle steering systems. Steering actuators typically utilize the power output of an electric motor, which drives the output shaft to rotate through a reduction gear, thereby achieving wheel steering control. They are widely used in electric power steering (EPS) systems, rear-wheel steering (RWS) systems, automatic parking systems, autonomous vehicles, and four-wheel independent steering chassis. To achieve precise control of the steering angle, existing steering actuators are usually equipped with angle sensors to acquire the rotation angle information of the output shaft in real time and feed the detection results back to the control system.

[0003] In existing technologies, to improve detection accuracy, some solutions place the angle sensor directly near the output shaft, obtaining the actual steering position by directly detecting the output shaft's rotation angle. However, since the output shaft is usually located near the vehicle chassis or steering mechanism, it is easily affected by external environmental factors such as rain, mud, salt spray, vibration, and temperature changes during actual use, leading to a long-term decrease in sensor reliability and affecting its service life. Another solution places the angle sensor inside the housing of the steering actuator to improve its protection and environmental adaptability. However, since the angle sensor requires installation space, this often results in the reduction mechanism using a longer transmission chain, further amplifying the impact of accumulated errors and affecting the accuracy of the steering actuator.

[0004] Therefore, how to simultaneously improve the reliability and accuracy of steering actuators has become a technical problem that urgently needs to be solved by those skilled in the art.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure. Summary of the Invention

[0006] The purpose of this disclosure is to provide a vehicle steering structure, electric drive equipment, and new energy vehicle to solve the technical problems of insufficient reliability and incompatibility of high precision steering actuators in the prior art.

[0007] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part from practice of this disclosure.

[0008] According to one aspect of this disclosure, a vehicle body steering structure is provided, comprising: The housing has an internal cavity; A primary transmission assembly is disposed in the inner cavity, and the input end of the primary transmission assembly is fixedly connected to the motor shaft of the motor. A secondary transmission assembly is disposed in the inner cavity, and the output end of the secondary transmission assembly is fixedly connected to the output shaft; A detection component, disposed in the inner cavity, is used to detect the rotation angle of a shaft within the inner cavity; The output end of the primary transmission component and the input end of the secondary transmission component are coaxially arranged through a transition shaft, and the detection component has a transition hole corresponding to the position of the transition shaft. The transition shaft passes through the transition hole and is rotatably connected to the transition hole.

[0009] In some embodiments of this disclosure, based on the foregoing scheme, the primary transmission assembly includes a primary worm and a primary worm wheel. The primary worm is coaxially arranged and fixedly connected to the motor shaft of the motor, and the primary worm wheel meshes with the primary worm. The primary worm wheel is coaxially arranged with the transition shaft and fixedly connected to one end of the transition shaft.

[0010] In some embodiments of this disclosure, based on the foregoing scheme, the secondary transmission assembly includes a secondary worm and a secondary worm wheel, wherein the secondary worm is coaxially arranged with the transition shaft and fixedly connected to the other end of the transition shaft; The secondary worm gear is coaxially arranged with the output shaft and is fixedly connected to the output shaft.

[0011] In some embodiments of this disclosure, based on the foregoing scheme, the axial direction of the motor shaft and the axial direction of the output shaft are both parallel to the first direction, the axial direction of the transition shaft is parallel to the second direction, and the first direction is perpendicular to the second direction.

[0012] In some embodiments of this disclosure, based on the foregoing scheme, a first support assembly and a second support assembly are further installed inside the housing. One end of the transition shaft passes through the first-stage worm gear and is rotatably connected to the first support assembly about the axial direction of the transition shaft. The other end of the transition shaft passes through the second-stage worm and is rotatably connected to the second support assembly about the axial direction of the transition shaft.

[0013] In some embodiments of this disclosure, based on the foregoing scheme, the detection component has a first adjustment cavity and a second adjustment cavity formed in the wall of the transition hole. The first adjustment cavity and the first-stage worm gear are both located on one side of the transition shaft, and the second adjustment cavity and the second-stage worm are both located on the other side of the transition shaft. Both the first adjustment cavity and the second adjustment cavity are provided with adjustment components. Each adjustment component includes a movable part that extends into the transition hole and is connected to an adjustment block. The adjustment block abuts against the transition shaft. The movable part is used to compensate for the displacement when the transition shaft is offset.

[0014] In some embodiments of this disclosure, based on the foregoing scheme, both the first adjustment cavity and the second adjustment cavity include a guide channel and an adjustment sub-cavity that are sequentially connected to the transition hole; The movable part includes an adjusting rod and a first elastic element. One end of the adjusting rod is located in the adjusting sub-cavity, and the other end of the adjusting rod extends through the guide channel into the transition hole. A stop is provided on one end of the adjusting rod, and the first elastic element is disposed between the cavity wall of the adjusting sub-cavity away from the transition hole and the stop.

[0015] In some embodiments of this disclosure, based on the foregoing scheme, the cavity wall of the adjustment sub-cavity is provided with a sliding hole corresponding to the position of the adjustment rod, and one end of the adjustment rod is inserted into the sliding hole and slidably connected with the sliding hole.

[0016] According to one aspect of this disclosure, an electric drive device is provided, including the aforementioned vehicle steering structure.

[0017] According to one aspect of this disclosure, a new energy vehicle is provided, including the aforementioned vehicle body steering structure.

[0018] As can be seen from the above technical solutions, the vehicle steering structure, electric drive equipment, and new energy vehicle in the exemplary embodiments of this disclosure have at least the following advantages and positive effects: In this application, the input end of the primary transmission component is fixedly connected to the motor shaft, and the output end of the secondary transmission component is fixedly connected to the output shaft, thus realizing the transmission of steering power. The detection component is set inside the housing to detect the rotation angle of a certain shaft in the housing, avoiding direct exposure of the detection component to the external environment of the vehicle chassis or steering mechanism, reducing the impact of external factors such as rain, mud, salt spray, vibration, and temperature changes on the detection component, and improving the working reliability and service life of the detection component. On this basis, a transition hole is opened at the position of the detection component corresponding to the transition shaft, and the transition shaft coaxially arranged between the output end of the primary transmission component and the input end of the secondary transmission component passes through the transition hole and is rotatably connected to the transition hole. Thus, while realizing the internal arrangement, the detection component can also provide support and limit the transition shaft through the transition hole, so that the radial sway and wobble tendency of the transition shaft is suppressed when transmitting power between the primary and secondary transmission components, thereby improving the coaxial transmission stability between the primary and secondary transmission components, reducing error accumulation, and thus improving accuracy. Therefore, the vehicle steering structure of this application has the advantages of high stability and high accuracy compared with the prior art.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] The structures, proportions, sizes, etc., shown in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of this application. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size should still fall within the scope of the technical content disclosed in this application, provided that they do not affect the effects and purposes that this application can produce.

[0022] Figure 1 This is a schematic diagram of the overall structure of the vehicle steering structure provided in an embodiment of the present invention; Figure 2 This is a partial structural diagram of the vehicle body steering structure provided in an embodiment of the present invention; Figure 3 This is a partial top view of the vehicle body steering structure provided in an embodiment of the present invention; Figure 4 This is a partial front view schematic diagram of the vehicle body steering structure provided in an embodiment of the present invention; Figure 5 for Figure 4 A schematic diagram of the cross-sectional structure along point AA; Figure 6 for Figure 5 A magnified schematic diagram of the structure at point B; Figure 7 This is a schematic diagram of the overall structure of the clamping block in an embodiment of the present invention; Illustration: 100, First-stage transmission assembly; 110, First-stage worm gear; 120, First-stage worm wheel; 200. Secondary transmission assembly; 210. Secondary worm gear; 220. Secondary worm wheel; 300, Housing; 301, Inner cavity; 310, First support assembly; 320, Second support assembly; 400, Output shaft; 500, Detection component; 501, Transition hole; 5021, First adjustment cavity; 5022, Second adjustment cavity; 5023, Guide channel; 5024, Adjustment sub-cavity; 5025, Sliding hole; 5026, Tapered hole; 510, Adjustment component; 511, Adjustment rod; 512, First elastic element; 513, Stop block; 520, Adjustment block; 530, Pressing block; 531, Pressing hole; 532, Elastic groove; 541, First gear; 542, Second gear; 550, Second elastic element; 600, Transition shaft. Detailed Implementation

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

[0024] In the description of this application, it should be understood that the terms "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be a component centrally located at the same time.

[0025] The technical solution of this application will be further described below with reference to the accompanying drawings and specific embodiments.

[0026] Example 1: like Figures 1 to 7 As shown, this embodiment provides a vehicle steering structure. The vehicle steering structure is an actuator used to adjust the vehicle's driving direction. Its main function is to receive steering commands from the control system and convert the driving power into angular displacement of the steering components, thereby causing the wheels, track assemblies, or other running gear to deflect, thus achieving vehicle steering control. The vehicle steering structure can be applied to scenarios such as new energy passenger vehicles, autonomous vehicles, logistics vehicles, construction machinery, agricultural machinery, and gardening equipment. Especially in small operating vehicles such as lawnmowers, brush cutters, and unmanned plant protection equipment, since the equipment often operates in complex environments such as grasslands, mud, and gravel, the steering mechanism not only needs to have high steering accuracy but also good dustproof, mud and waterproof, and vibration-resistant performance to ensure long-term stable operation.

[0027] It should be noted that the new energy vehicle in this embodiment can be understood not only as a vehicle that uses a battery, electric drive system or hybrid system as a power source, but also as a vehicle that uses a fuel cell, range-extended drive system or other new energy drive methods; the vehicle body steering structure can be applied to the front wheel steering system, the rear wheel steering system, the four-wheel independent steering system or the independent drive steering integrated system.

[0028] Existing electric steering mechanisms typically employ a motor, a reduction gear, and an angle detection mechanism to achieve steering control. To obtain steering position feedback signals, the angle detection mechanism is generally located at the output shaft or inside the reduction gear. While placing the angle detection mechanism near the output shaft achieves higher detection accuracy, the output shaft, usually close to the outer side of the chassis, is susceptible to damage from rain, mud, grass clippings, salt spray, and mechanical vibrations, thus reducing the reliability and lifespan of the detection mechanism. Conversely, placing the angle detection mechanism inside the reduction gear improves protection, but considering its space requirements, it usually necessitates adding an extra transmission link or extending the transmission path, accumulating more transmission errors and affecting steering control accuracy.

[0029] Based on this, such as Figures 1 to 6As shown, this embodiment provides a vehicle steering structure, which includes a housing 300, a primary transmission assembly 100, a secondary transmission assembly 200, and a detection assembly 500. The housing 300 is equipped with an inner cavity 301. The housing 300 serves as the mounting carrier and protective structure for the vehicle steering structure, and can be made of aluminum alloy, die-cast, cast steel, or high-strength engineering plastic. The inner cavity 301 is formed inside the housing 300 to accommodate the primary transmission assembly 100, the secondary transmission assembly 200, and the detection assembly 500, thereby placing each transmission component and detection component in a relatively enclosed working environment, reducing the impact of external rainwater, mud, dust, and corrosive media on the internal structure, and improving the overall structure's environmental adaptability and service life.

[0030] A primary transmission assembly 100 is disposed within the inner cavity 301, and its input end is fixedly connected to the motor shaft of a motor (not shown). The primary transmission assembly 100 receives the power output from the motor and performs initial power reduction and transmission. It should be noted that the primary transmission assembly 100 can be a worm gear transmission mechanism, a gear transmission mechanism, a planetary reduction mechanism, or other structural forms capable of achieving speed reduction and transmission. In this embodiment, the primary transmission assembly 100 preferably adopts a worm gear transmission structure to obtain a larger reduction ratio and better transmission stability.

[0031] The secondary transmission assembly 200 is disposed in the inner cavity 301, and its output end is fixedly connected to the output shaft 400. The secondary transmission assembly 200 receives the power transmitted by the primary transmission assembly 100 and further reduces the rotational speed and amplifies the output torque, enabling the output shaft 400 to output the driving torque that meets the vehicle's steering requirements. As the output component for steering power, the output shaft 400 can be connected to the steering arm, steering knuckle, steering linkage, or other steering actuators to drive the wheels, track assembly, or other running gear to deflect, thereby achieving vehicle steering.

[0032] The detection component 500 is disposed within the inner cavity 301 and is used to detect the rotation angle of a shaft within the inner cavity 301. The detection component 500 can be understood as a detection unit for acquiring steering position information, and it can be a magnetic encoder, Hall angle sensor, rotary transformer, photoelectric encoder, or other detection device capable of angle detection. The angle information detected by the detection component 500 can be sent to the vehicle controller, so that the control system can adjust the motor output according to the detection results, thereby achieving closed-loop control of the steering angle and improving vehicle steering accuracy.

[0033] The output end of the primary transmission component 100 and the input end of the secondary transmission component 200 are coaxially connected via a transition shaft 600. A transition hole 501 is provided on the detection component 500 corresponding to the position of the transition shaft 600, through which the transition shaft 600 passes and is rotatably connected. By providing the transition shaft 600, the power output from the primary transmission component 100 can be stably transmitted to the secondary transmission component 200, ensuring the continuity of the overall transmission chain. Simultaneously, when the transition shaft 600 rotates around its own axis, its outer circumferential surface forms a rotational fit with the wall of the transition hole 501. Therefore, the detection component 500 can not only detect the rotation angle but also utilize the transition hole 501 to provide auxiliary support and radial restraint for the transition shaft 600. When the transition shaft 600 is subjected to load during transmission and has a radial offset tendency, the transition hole 501 can constrain the transition shaft 600, reduce the radial wobble and yaw amplitude of the transition shaft 600, thereby improving the coaxiality and transmission stability between the first-stage transmission assembly 100 and the second-stage transmission assembly 200, reducing the accumulation of transmission errors, and improving the steering control accuracy.

[0034] In summary, in this embodiment, the input end of the primary transmission component 100 is fixedly connected to the motor shaft, and the output end of the secondary transmission component 200 is fixedly connected to the output shaft 400 to realize the transmission of steering power; the detection component 500 is disposed inside the housing 300 to detect the rotation angle of a certain shaft in the housing 300, avoiding direct exposure of the detection component 500 to the external environment of the vehicle chassis or steering mechanism, reducing the impact of external factors such as rain, mud, salt spray, vibration and temperature changes on the detection component 500, and improving the working reliability and service life of the detection component 500. Based on this, a transition hole 501 is opened at the position of the detection component 500 corresponding to the transition shaft, and the transition shaft, which is coaxially arranged between the output end of the primary transmission component 100 and the input end of the secondary transmission component 200, passes through the transition hole 501 and is rotatably connected to the transition hole 501. Thus, while achieving an internal arrangement, the detection component 500 can also provide support and limit the transition shaft through the transition hole 501. This suppresses the radial sway and wobble tendency of the transition shaft when transmitting power between the primary transmission component 100 and the secondary transmission component 200, thereby improving the coaxial transmission stability between the primary transmission component 100 and the secondary transmission component 200, reducing error accumulation, and thus improving accuracy. Therefore, the vehicle steering structure of this embodiment has the advantages of both high stability and high accuracy compared to the prior art.

[0035] In a preferred embodiment of this invention, the primary transmission assembly 100 includes a primary worm gear 110 and a primary worm wheel 120. The primary worm gear 110 is coaxially arranged and fixedly connected to the motor shaft of the motor, and the primary worm wheel 120 meshes with the primary worm gear 110. The primary worm wheel 120 is coaxially arranged with the transition shaft 600 and fixedly connected to one end of the transition shaft 600. The primary worm gear 110 receives power output from the motor, and the primary worm wheel 120 cooperates with the primary worm gear 110 to form a primary reduction mechanism. It should be noted that both the primary worm gear 110 and the primary worm wheel 120 can be formed from metal materials, or a composite structure of metal and engineering plastics can be selected according to actual working conditions to balance transmission strength, noise control, and manufacturing cost. When the motor drives the primary worm gear 110 to rotate, the primary worm gear 110 drives the primary worm wheel 120 to rotate through meshing, thereby converting the high-speed, low-torque power output from the motor into a lower-speed, higher-torque power output.

[0036] Furthermore, the first-stage worm gear 120 is coaxially arranged and fixedly connected to the transition shaft 600, thereby allowing the power obtained by the first-stage worm gear 120 to be directly transmitted to the transition shaft 600, causing the transition shaft 600 and the first-stage worm gear 120 to rotate synchronously. By fixing the first-stage worm gear 120 to the transition shaft 600, intermediate transmission links can be reduced, the backlash error and transmission loss during power transmission can be reduced, and the power transmission efficiency and transmission stability can be improved.

[0037] In a preferred embodiment of this invention, the secondary transmission assembly 200 includes a secondary worm gear 210 and a secondary worm wheel 220. The secondary worm gear 210 is coaxially arranged with the transition shaft 600 and is fixedly connected to the other end of the transition shaft 600. The secondary worm wheel 220 is coaxially arranged with the output shaft 400 and is fixedly connected to the output shaft 400.

[0038] Specifically, the secondary worm 210 and the transition shaft 600 form an integrated rotating structure. When the transition shaft 600 rotates, it synchronously drives the secondary worm 210 to rotate. The secondary worm 210 meshes with the secondary worm wheel 220, thereby further reducing and increasing the torque of the power transmitted by the transition shaft 600 before outputting it to the secondary worm wheel 220. Since the secondary worm wheel 220 is fixedly connected to the output shaft 400, its rotation drives the output shaft 400 to rotate synchronously, thus achieving steering power output.

[0039] The two-stage reduction transmission structure, formed by the primary transmission component 100 and the secondary transmission component 200, achieves a large overall reduction ratio within a limited installation space, enabling the output shaft 400 to obtain greater output torque and thus meeting the driving torque requirements during vehicle steering. Simultaneously, the two-stage reduction structure reduces the power required for the motor to directly drive the output shaft, which helps to reduce motor size and overall machine volume, and improves the integration of the vehicle's steering structure.

[0040] In the above embodiment, the axial direction of the motor shaft and the axial direction of the output shaft 400 are both parallel to the first direction, the axial direction of the transition shaft 600 is parallel to the second direction, and the first direction and the second direction are perpendicular to each other.

[0041] It should be noted that the first direction and the second direction can be understood as two mutually perpendicular spatial directions. Since worm gear drives inherently possess the characteristics of intersecting shaft transmission, by placing the motor shaft and output shaft 400 in the first direction and the transition shaft 600 in the second direction, two turns in the power transmission direction can be achieved, resulting in an overall transmission path arrangement of "first direction—second direction—first direction". This allows for full utilization of the internal space of the housing 300, enabling a compact arrangement of the primary transmission component 100, the secondary transmission component 200, and the detection component 500, reducing the overall size of the vehicle's steering structure. Furthermore, it allows the input and output ends to be located in the same direction, facilitating installation and matching with the vehicle chassis, steering mechanism, and electric drive system, thus improving the overall layout flexibility. In addition, the turning transmission path formed by the two-stage worm gear drive can reduce impact and vibration during power transmission, improving stability and control accuracy during steering.

[0042] It should be added that, such as Figure 3 As shown, a first support assembly 310 and a second support assembly 320 are also installed inside the housing 300. One end of the transition shaft 600 passes through the first-stage worm gear 120 and is rotatably connected to the first support assembly 310 around the axial direction of the transition shaft 600. The other end of the transition shaft 600 passes through the second-stage worm gear 210 and is rotatably connected to the second support assembly 320 around the axial direction of the transition shaft 600. The first support assembly 310 and the second support assembly 320 are used to support and guide the transition shaft 600 to ensure that the transition shaft 600 can rotate stably around its own axis. It should be noted that the first support assembly 310 and the second support assembly 320 can be selected from ball bearings, roller bearings, sliding bearings, oil-impregnated bushings, or other structural forms that can achieve the function of rotational support. In this embodiment, a rolling bearing structure is preferred to reduce the frictional resistance during the rotation of the transition shaft 600, thereby improving transmission efficiency and service life.

[0043] In this embodiment, the transition shaft 600 is not supported solely by the first support assembly 310 and the second support assembly 320 at both ends, but rather by a multi-point support structure formed by the first support assembly 310, the detection assembly 500, and the second support assembly 320, distributed axially at intervals. The first support assembly 310 primarily bears the load transmitted by the first-stage worm gear 120, the second support assembly 320 primarily bears the load generated by the meshing of the second-stage worm gear 210, and the detection assembly 500, located in the middle, provides auxiliary support to the central region of the transition shaft 600 through the transition hole 501. Since the transition shaft 600 simultaneously undertakes the power transmission function between the first-stage transmission assembly 100 and the second-stage transmission assembly 200, it not only bears torsional loads during operation but also experiences radial and axial forces generated during the meshing of the worm gears. When the span of the transition shaft 600 is large, it is prone to flexural deformation, radial sway or axial displacement under load, which in turn affects the meshing state between the first-stage worm 110 and the first-stage worm wheel 120 and between the second-stage worm 210 and the second-stage worm wheel 220.

[0044] By setting up the first support assembly 310, the second support assembly 320, and the detection assembly 500, the transition shaft 600 forms a support system similar to a three-point support, which can effectively shorten the effective cantilever length of the transition shaft 600 and improve the overall support stiffness of the transition shaft 600. In particular, the detection assembly 500 is located between the first-stage transmission assembly 100 and the second-stage transmission assembly 200, and the intermediate support point it forms can constrain the sway tendency of the middle region of the transition shaft 600, thereby reducing the radial deformation and vibration amplitude of the transition shaft 600 during transmission. Therefore, on the one hand, it can improve the coaxial transmission stability between the first-stage transmission component 100 and the second-stage transmission component 200, so that the first-stage worm 110 and the first-stage worm wheel 120, as well as the second-stage worm 210 and the second-stage worm wheel 220, always maintain a good meshing state, reducing tooth surface impact and abnormal wear; on the other hand, the detection component 500 can perform the angle detection function while also serving as a shaft support function, improving the installation stability of the transition shaft 600 without the need for an additional independent support structure, thereby further improving the overall transmission accuracy and structural integration while ensuring the built-in protection effect of the detection component 500.

[0045] Example 2: like Figures 4 to 7As shown, based on Embodiment 1, the detection component 500 has a first adjustment cavity 5021 and a second adjustment cavity 5022 formed in the wall of the transition hole 501. The first adjustment cavity 502, the first-stage worm gear 110 and the first-stage worm wheel 120 are all located on one side of the transition shaft 600, and the second adjustment cavity 5022, the second-stage worm gear 210 and the second-stage worm wheel 220 are all located on the other side of the transition shaft 600. An adjustment component 510 is provided in both the first adjustment cavity 5021 and the second adjustment cavity 5022. The adjustment component 510 includes a movable part that extends into the transition hole 501 and is connected to an adjustment block 520. The adjustment block 520 abuts against the transition shaft 600, and the movable part is used to compensate for the displacement when the transition shaft 600 is offset.

[0046] It is understandable that the first-stage worm 110 and the first-stage worm wheel 120 form a first-stage transmission pair, and the second-stage worm 210 and the second-stage worm wheel 220 form a second-stage transmission pair. The transition shaft 600, as a power transmission component connecting the first-stage and second-stage transmission pairs, is simultaneously affected by both stages of the transmission pair. Therefore, in this embodiment, the components are arranged according to the directions of the two sets of transmission pairs, so that the adjustment assembly 510 can directly respond to the force changes generated by the corresponding transmission pair.

[0047] Specifically, when the vehicle body steering structure is in its initial assembly state or normal working state, the first-stage worm 110 and the first-stage worm wheel 120, as well as the second-stage worm 210 and the second-stage worm wheel 220, maintain normal meshing. At this time, the transition shaft 600 is in a relatively balanced state under the force applied by the transmission pairs on both sides. The adjustment blocks 520 in the first adjustment cavity 5021 and the second adjustment cavity 5022 are in stable contact with the transition shaft 600, thus jointly providing support for the transition shaft 600.

[0048] When the meshing clearance between the first-stage worm 110 and the first-stage worm wheel 120 increases due to manufacturing errors, long-term wear, or assembly tolerances, the constraint effect of the first-stage transmission assembly 100 on the transition shaft 600 weakens. At this time, the original force balance of the transition shaft 600 is broken, and the supporting reaction force of the transition shaft 600 towards the first-stage transmission assembly 100 decreases. Correspondingly, the adjustment assembly 510 on one side of the second adjustment cavity 5022 can push the adjustment block 520 further towards the transition shaft 600. Since the adjustment block 520 continuously applies force to the transition shaft 600, the transition shaft 600 will generate a slight displacement under the drive of this force, causing the first-stage worm wheel 120, which is fixedly connected to it, to move closer to the first-stage worm 110. Thus, the partial clearance between the first-stage worm wheel 120 and the first-stage worm 110 caused by wear or assembly errors can be compensated, thereby restoring the meshing state between them.

[0049] Similarly, when a gap is generated between the secondary worm 210 and the secondary worm wheel 220, the force balance state of the transition shaft 600 also changes. At this time, the adjustment component 510 in the first adjustment cavity 5021 can drive the adjustment block 520 to move towards the transition shaft 600, thereby pushing the transition shaft 600 and the secondary worm 210 closer towards the secondary worm wheel 220 to reduce the meshing gap in the secondary transmission component 200.

[0050] As can be seen, the first adjustment cavity 5021 and the second adjustment cavity 5022 are arranged corresponding to the two-stage transmission pairs, so that the adjustment component 510 can not only support the transition shaft 600, but also automatically adjust the support position according to the change of the force state of the transition shaft 600. This realizes dynamic compensation for the meshing clearance of the first-stage transmission component 100 and the second-stage transmission component 200, avoids the impact of insufficient life of a single transmission component on the overall meshing stability, avoids the short board effect, thereby improving the overall meshing stability of the two-stage transmission mechanism, reducing the accumulation of transmission errors, improving the detection accuracy of the detection component 500 and the steering control accuracy of the vehicle body steering structure.

[0051] Specifically, both the first adjustment cavity 5021 and the second adjustment cavity 5022 include a guide channel 5023 and an adjustment sub-cavity 5024 sequentially connected to the transition hole 501. The movable part includes an adjustment rod 511 and a first elastic element 512. One end of the adjustment rod 511 is located in the adjustment sub-cavity 5024, and the other end of the adjustment rod 511 extends through the guide channel 5023 into the transition hole 501. A stop 513 is provided on one end of the adjustment rod 511, and the first elastic element 512 is disposed between the cavity wall of the adjustment sub-cavity 5024 away from the transition hole 501 and the stop 513. The first elastic element 512 can be a compression spring, a disc spring, or other elastic element capable of providing elastic preload. In this embodiment, a compression spring structure is preferred. The stop 513 is used to limit the first elastic element 512 and transmit the elastic force generated by the first elastic element 512 to the adjustment rod 511.

[0052] When the transition shaft 600 is in normal working condition, the first elastic element 512 pushes the adjusting rod 511 towards the transition hole 501 via the stop block 513, so that the adjusting block 520 remains in contact with the transition shaft 600. When the transition shaft 600 deviates or the corresponding transmission pair experiences meshing clearance, the adjusting rod 511 can be displaced under the guidance of the guide channel 5023, thereby driving the adjusting block 520 to move synchronously to compensate for the positional change of the transition shaft 600. Thus, the adjusting assembly 510 can continuously apply preload to the transition shaft 600, ensuring that the adjusting block 520 always maintains effective support, thereby improving the operational stability of the transition shaft 600 and helping to reduce the impact of transmission clearance on transmission accuracy and detection accuracy.

[0053] Furthermore, a sliding hole 5025 is provided on the cavity wall of the adjusting sub-cavity 5024 corresponding to the position of the adjusting rod 511. One end of the adjusting rod 511 is inserted into the sliding hole 5025 and slidably connected with the sliding hole 5025, so that the adjusting rod 511 can move in a direction away from or close to the transition shaft 400.

[0054] In a preferred embodiment of this invention, a tapered hole 5026 is provided at the end of the guide channel 5023 facing the transition hole 501. A pressing block 530 is sleeved on the adjusting rod 511 at the position corresponding to the tapered hole 5026. The pressing block 530 has a tapered surface that matches the tapered hole 5026. After the pressing block 530 is embedded into the tapered hole 5026 to a predetermined depth, the pressing block 530 is pressed against the adjusting rod 511 by the hole surface of the tapered hole 5026. A second elastic member 550 is also sleeved between the adjusting block 520 and the pressing block 530 on the adjusting rod 511. The second elastic member 550 abuts against the adjusting block 520 and the pressing block 530 respectively. The second elastic member 550 is used to apply elastic force to the pressing block 530 when the transition shaft 600 has not deviated, so that the pressing block 530 is embedded into the tapered hole 5026 to a predetermined depth.

[0055] The tapered hole 5026 is used to form a tapered surface mating structure with the clamping block 530, and the clamping block 530 is used to exert a radial clamping effect on the adjusting rod 511. Since the outer side of the clamping block 530 is provided with a tapered surface that matches the tapered hole 5026, when the clamping block 530 is subjected to the elastic force applied by the second elastic element 550 and moves into the tapered hole 5026, the hole wall of the tapered hole 5026 can exert a radial compression effect on the clamping block 530, and further press the clamping block 530 against the outer periphery of the adjusting rod 511, thereby increasing the friction between the adjusting rod 511 and the clamping block 530.

[0056] In this embodiment, the second elastic element 550 can be a compression spring, a wave spring, or other elastic element capable of providing elastic preload. When the transition shaft 600 is in normal working condition, the second elastic element 550 continuously pushes the clamping block 530 toward the interior of the tapered hole 5026, keeping the clamping block 530 embedded at a preset depth in the tapered hole 5026, and continuously applying clamping force to the adjusting rod 511. Therefore, the adjusting rod 511 can maintain a relatively stable position in the uncompensated state, avoiding frequent movement due to vehicle vibration, transmission shock, or slight load fluctuations, thereby improving the stability of the adjusting assembly 510.

[0057] The tapered hole 5026 is used to form a tapered surface mating structure with the clamping block 530, and the clamping block 530 is used to exert a radial clamping effect on the adjusting rod 511. Since the outer side of the clamping block 530 is provided with a tapered surface that matches the tapered hole 5026, when the clamping block 530 is subjected to the elastic force applied by the second elastic element 550 and moves into the tapered hole 5026, the hole wall of the tapered hole 5026 can exert a radial compression effect on the clamping block 530, and further press the clamping block 530 against the outer periphery of the adjusting rod 511, thereby increasing the friction between the adjusting rod 511 and the clamping block 530.

[0058] In this embodiment, the second elastic element 550 can be a compression spring, a wave spring, or other elastic element capable of providing elastic preload. When the transition shaft 600 is in normal working condition, the second elastic element 550 continuously pushes the clamping block 530 toward the interior of the tapered hole 5026, keeping the clamping block 530 embedded at a preset depth in the tapered hole 5026, and continuously applying clamping force to the adjusting rod 511. Therefore, the adjusting rod 511 can maintain a relatively stable position in the uncompensated state, avoiding frequent movement due to vehicle vibration, transmission shock, or slight load fluctuations, thereby improving the stability of the adjusting assembly 510.

[0059] For example, when the primary transmission assembly 100 generates a large meshing clearance, the meshing constraint between the primary worm 110 and the primary worm wheel 120 weakens, reducing the supporting effect of the primary transmission assembly 100 on one side of the transition shaft 600. At this time, the original force balance state of the transition shaft 600 is broken, and the reaction force formed by the transition shaft 600 on the adjusting block 520 on one side of the second adjusting cavity 5022 is correspondingly reduced.

[0060] Since the adjusting block 520 in the second adjusting cavity 5022 remains in contact with the transition shaft 600, when the reaction force of the transition shaft 600 on the adjusting block 520 decreases, the embedment depth of the clamping block 530 in the second adjusting cavity 5022 relative to the tapered hole 5026 decreases, and it moves slightly towards the transition hole 501. As the clamping block 530 gradually moves away from the tapered hole 5026, the compression of the second elastic element 550 decreases accordingly, and the elastic force applied by the second elastic element 550 to the clamping block 530 decreases. Since the radial clamping action of the clamping block 530 on the adjusting rod 511 originates from the tapered surface fit between the clamping block 530 and the tapered hole 5026, when the embedment depth of the clamping block 530 in the tapered hole 5026 decreases, the radial compression action of the wall of the tapered hole 5026 on the clamping block 530 weakens simultaneously, and the clamping force of the clamping block 530 on the outer periphery of the adjusting rod 511 decreases accordingly. Therefore, the frictional locking force on the adjusting rod 511 is reduced.

[0061] In the aforementioned state, the elastic thrust applied by the first elastic element 512 to the stop block 513 can push the adjusting rod 511 to extend along the guide channel 5023 toward the transition hole 501, and cause the adjusting block 520 to move closer to the transition shaft 600. Consequently, the adjusting block 520 in the second adjusting cavity 5022 can apply a compensating force to the transition shaft 600, causing the transition shaft 600 to drive the first-stage worm gear 120 to undergo a slight displacement toward the first-stage worm 110, thereby reducing the meshing clearance between the first-stage worm 110 and the first-stage worm gear 120 caused by wear, manufacturing errors, or assembly tolerances. After the meshing clearance between the first-stage worm 110 and the first-stage worm gear 120 is reduced, the force state on both sides of the transition shaft 600 tends to return to equilibrium, and the reaction force of the transition shaft 600 on the adjusting block 520 in the second adjusting cavity 5022 is restored. At this time, the clamping block 530 is once again held at the corresponding insertion depth of the tapered hole 5026. The tapered surface cooperation between the clamping block 530 and the tapered hole 5026 once again generates radial clamping force on the adjusting rod 511, so that the adjusting rod 511 is stably held in the compensated extended position.

[0062] Therefore, when a meshing gap occurs in the primary transmission assembly 100, the adjustment assembly 510 in the second adjustment cavity 5022 can automatically reduce the locking force on the adjustment rod 511 according to the change in the force state of the transition shaft 600, and complete the compensation action under the push of the first elastic element 512. This process is achieved by reducing the locking force due to the change in the embedding depth of the clamping block 530, and then the first elastic element 512 pushes the adjustment rod 511 out to achieve automatic gap elimination, thereby improving the sensitivity and stability of the compensation process, avoiding frequent movement due to vehicle vibration, transmission shock or slight load fluctuations, and thus improving the stability of the adjustment assembly 510.

[0063] Specifically, such as Figure 7 As shown, the clamping block 530 has a clamping hole 531 at the position corresponding to the adjusting rod 511. Multiple elastic grooves 532 are provided on the hole wall of the clamping hole 531. The elastic grooves 532 extend from the hole wall of the clamping hole 531 to the conical surface of the clamping block 530. The multiple elastic grooves 532 are distributed at equal intervals around the clamping hole 531.

[0064] In this embodiment, a second gear 542 is coaxially connected to the detection shaft of the detection component 500, and a first gear 541 is coaxially connected to the output shaft 400. The first gear 541 meshes with the second gear 542. The first gear 541 transmits the rotational motion of the output shaft 400 to the detection component 500, and the second gear 542 inputs the rotational motion transmitted by the first gear 541 to the detection shaft of the detection component 500. It should be noted that the first gear 541 and the second gear 542 can be selected as spur gears, helical gears, herringbone gears, or other gear structures capable of transmission. In this embodiment, a spur gear structure is preferred for ease of manufacturing and assembly.

[0065] Specifically, the first gear 541 is coaxially and fixedly connected to the output shaft 400, so when the output shaft 400 rotates, it can drive the first gear 541 to rotate synchronously; the first gear 541, through meshing with the second gear 542, transmits the rotation angle information of the output shaft 400 to the detection shaft of the detection component 500, so that the detection component 500 can obtain the actual rotation angle of the output shaft 400 in real time.

[0066] Example 3: The electric drive device provided in this embodiment adopts the vehicle steering structure of Embodiment 1 or Embodiment 2. The electric drive device can be a lawnmower, brush cutter, plant protection robot, sweeping robot, unmanned inspection vehicle, small transport vehicle, or other operating equipment driven by an electric motor. In addition to the aforementioned vehicle steering structure, the electric drive device may also include a frame, drive wheels, a running gear, a power supply assembly, a drive motor, and a control system—structures well-known to those skilled in the art. Specifically, the frame is used to mount various functional components; the drive wheels or running gear are used to move the equipment; the power supply assembly supplies power to the drive motor and control system, and the power supply assembly can be a battery pack, lithium battery pack, fuel cell assembly, or other energy supply device; the drive motor provides driving power; and the control system receives user commands or automatic control commands and controls the operation of the drive motor based on the angle information fed back by the detection component 500.

[0067] Example 4: The new energy vehicle provided in this embodiment adopts the vehicle body steering structure of Embodiment 1 or Embodiment 2. The new energy vehicle can be a new energy passenger car, a new energy commercial vehicle, an autonomous vehicle, a low-speed work vehicle, a landscaping vehicle, an agricultural machinery vehicle, or other vehicles or equipment that use new energy as a power source. In addition to the aforementioned vehicle body steering structure, the new energy vehicle may also include structures well-known to those skilled in the art, such as a frame, power system, energy supply system, running gear system, and control system. Specifically, the power system provides driving force for vehicle movement; the energy supply system supplies power to the power system and control system, and can be a battery pack, lithium battery pack, fuel cell system, or other new energy power supply device; the running gear system enables vehicle movement; and the control system receives user operation commands or autonomous driving control commands and controls vehicle operation based on the steering angle information fed back by the detection component 500.

[0068] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

[0069] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0070] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A vehicle steering structure, characterized in that, include: The housing (300) is provided with an inner cavity (301); A primary transmission assembly (100) is disposed in the inner cavity (301), and the input end of the primary transmission assembly (100) is fixedly connected to the motor shaft of the motor. A secondary transmission assembly (200) is disposed in the inner cavity (301), and the output end of the secondary transmission assembly (200) is fixedly connected to the output shaft (400); A detection component (500) is disposed in the inner cavity (301) for detecting the rotation angle of a shaft in the inner cavity (301); The output end of the primary transmission component (100) and the input end of the secondary transmission component (200) are coaxially arranged through a transition shaft (600), and the detection component (500) has a transition hole (501) corresponding to the position of the transition shaft (600). The transition shaft (600) passes through the transition hole (501) and is rotatably connected to the transition hole (501).

2. The vehicle steering structure according to claim 1, characterized in that, The primary transmission assembly (100) includes a primary worm (110) and a primary worm wheel (120). The primary worm (110) is coaxially arranged and fixedly connected to the motor shaft of the motor. The primary worm wheel (120) meshes with the primary worm (110). The primary worm wheel (120) is coaxially arranged with the transition shaft (600) and fixedly connected to one end of the transition shaft (600).

3. A vehicle steering structure according to claim 2, characterized in that, The secondary transmission assembly (200) includes a secondary worm (210) and a secondary worm wheel (220). The secondary worm (210) is coaxially arranged with the transition shaft (600) and is fixedly connected to the other end of the transition shaft (600). The secondary worm gear (220) is coaxially arranged with the output shaft (400) and is fixedly connected to the output shaft (400).

4. A vehicle steering structure according to claim 3, characterized in that, The axial direction of the motor shaft and the axial direction of the output shaft (400) are both parallel to the first direction, and the axial direction of the transition shaft (600) is parallel to the second direction. The first direction and the second direction are perpendicular to each other.

5. A vehicle steering structure according to claim 3, characterized in that, The housing (300) is also equipped with a first support assembly (310) and a second support assembly (320). One end of the transition shaft (600) passes through the first-stage worm gear (120) and is rotatably connected to the first support assembly (310) about the axial direction of the transition shaft (600). The other end of the transition shaft (600) passes through the second-stage worm gear (210) and is rotatably connected to the second support assembly (320) about the axial direction of the transition shaft (600).

6. A vehicle steering structure according to claim 4, characterized in that, The detection component (500) has a first adjustment cavity (5021) and a second adjustment cavity (5022) on the wall of the transition hole (501). The first adjustment cavity (5021) and the first-stage worm gear (120) are both located on one side of the transition shaft (600), and the second adjustment cavity (5022) and the second-stage worm gear (210) are both located on the other side of the transition shaft (600). An adjustment assembly (510) is provided in both the first adjustment cavity (5021) and the second adjustment cavity (5022). The adjustment assembly (510) includes a movable part that extends into the transition hole (501) and is connected to an adjustment block (520). The adjustment block (520) abuts against the transition shaft (600). The movable part is used to compensate for the displacement when the transition shaft (600) is offset.

7. A vehicle steering structure according to claim 6, characterized in that, Both the first adjustment cavity (5021) and the second adjustment cavity (5022) include a guide channel (5023) and an adjustment sub-cavity (5024) that are sequentially connected to the transition hole (501). The movable part includes an adjusting rod (511) and a first elastic element (512). One end of the adjusting rod (511) is located in the adjusting sub-cavity (5024), and the other end of the adjusting rod (511) extends through the guide channel (5023) into the transition hole (501). A stop (513) is provided on one end of the adjusting rod (511), and the first elastic element (512) is disposed between the cavity wall of the adjusting sub-cavity (5024) away from the transition hole (501) and the stop (513).

8. A vehicle steering structure according to claim 7, characterized in that, The cavity wall of the adjustment sub-cavity (5024) is provided with a sliding hole (5025) corresponding to the position of the adjustment rod (511). One end of the adjustment rod (511) is inserted into the sliding hole (5025) and is slidably connected with the sliding hole (5025).

9. An electric drive device, characterized in that, Includes a vehicle body steering structure as described in any one of claims 1-8.

10. A new energy vehicle, characterized in that, Includes a vehicle body steering structure as described in any one of claims 1-8.

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