Steering angle module mechanism and vehicle

Abstract

The utility model provides a steering angle module mechanism and a vehicle. The steering angle module mechanism comprises a steering motor assembly, a lower control arm assembly, a bogie, a damping shock absorber assembly and a lower ball pin assembly. The bogie is in transmission connection with a power shaft of the steering motor assembly, and the lower control arm assembly is connected with a frame; the damping shock absorber assembly is telescopically and rotatably connected with the bogie and the lower control arm assembly and is coaxially arranged with a power shaft of the steering motor assembly; the two ends of the lower ball pin assembly are rotationally connected to the lower control arm assembly and the bogie respectively, and the connecting point of the lower control arm assembly and the bogie is coaxial with a power shaft of the steering motor assembly. A lower control arm assembly is arranged on the lower portion of the bogie, lateral stress of a steering motor can be reduced, internal resistance consumption of a steering motor assembly is reduced, and the steering response speed is increased; the damping force provided by the damping shock absorber assembly can effectively restrain the shimmy problem of the angle module caused by system gaps when the vehicle runs at a high speed.

Description

Technical Field

[0001] The present application relates to the field of vehicle manufacturing technology, and in particular to a steering angle module mechanism and a vehicle. Background Art

[0002] At present, the corner modules have eliminated the traditional steering gear and steering rod system, resulting in the left and right corner modules being completely independent and without mechanical connection. Therefore, the system friction damping is very small, which cannot effectively suppress the rotational inertia of the entire corner module during steering, and is prone to steering overshoot. At the same time, the gap bands of each system will cause vibration problems.

[0003] In view of this, the present utility model is proposed. Utility Model Content

[0004] The present application provides a steering angle module mechanism and a vehicle to solve the technical problems that the existing angle module is prone to steering overshoot and shimmy.

[0005] The first aspect of the utility model provides a steering angle module mechanism, comprising: a steering motor assembly, a lower control arm assembly, a bogie, a damping shock absorber assembly and a lower ball pin assembly; the bogie is transmission-connected to the power shaft of the steering motor assembly, and the lower control arm assembly is connected to the vehicle frame; the damping shock absorber assembly can be telescopically and rotationally connected to the bogie and the lower control arm assembly and is coaxially arranged with the power shaft of the steering motor assembly; the two ends of the lower ball pin assembly are respectively rotationally connected to the lower control arm assembly and the bogie, and the connection point between the lower control arm assembly and the bogie is coaxial with the power shaft of the steering motor assembly.

[0006] In this solution, a lower control arm assembly is arranged at the bottom of the bogie to reduce the lateral force on the steering motor, reduce the internal resistance of the steering motor assembly, and improve the steering response speed; the bogie is connected to the frame through the lower control arm assembly. Since a steering damper is added between the bogie and the lower control arm assembly, the damper assembly is compressed or stretched when the bogie rotates during steering. The damping force provided by the damper assembly can effectively suppress the shimmy problem of the corner module caused by the system gap when the vehicle is driving at high speed.

[0007] In a further scheme of the utility model, the damping shock absorber assembly includes a cylinder body, a piston rod, a connecting assembly and a connecting sleeve; the piston rod is arranged in the cylinder body and connected to the piston in the cylinder body; the connecting assembly is arranged on the piston rod and is rotatably connected to the bogie, and the connecting sleeve is arranged on the cylinder body and is rotatably connected to the lower control arm assembly.

[0008] In this scheme, the piston rod is arranged in the cylinder body and connected to the piston, ensuring the stable movement of the piston in the cylinder. The connecting assembly is connected to the piston rod and is rotatably connected to the bogie, forming a stable connection bridge. The setting of the connecting assembly enables the piston rod to be rotatably connected to the bogie, thereby realizing the flexible rotation of the lower control arm assembly. This design enables the entire lower ball pin assembly to move flexibly under the control of the bogie to adapt to different operating requirements. The connecting sleeve is arranged on the cylinder body and is rotatably connected to the lower control arm assembly, so as to conveniently adjust and control the movement direction and angle of the lower ball pin assembly.

[0009] In a further solution of the utility model, the connecting assembly includes: a mounting seat, in which the piston rod is inserted; a locking nut, which is arranged in the mounting seat; and a threaded rod, which is threadedly connected to the locking nut and has a first connecting hole.

[0010] In this scheme, the mounting seat is the basic component of the connecting assembly, and the piston rod is inserted into the mounting seat. The fixing of the mounting seat ensures the stable connection between the piston rod and the connecting assembly, which can effectively prevent the piston rod from loosening or falling off during the movement, thereby ensuring the firmness of the connection. The locking nut is arranged in the mounting seat, and is threadedly connected and locked with the threaded rod. Through the fixing of the locking nut, a tight connection can be formed between the threaded rod and the mounting seat, thereby ensuring the firmness of the connection. At the same time, when disassembly is required, the threaded rod can be easily separated from the mounting seat by simply rotating the threaded rod, thereby realizing the easy disassembly and replacement of the connecting piece. The threaded rod is threadedly connected to the locking nut, and a first connecting hole is formed to facilitate the connection of other components.

[0011] In a further solution of the utility model, a second connecting hole is opened on the connecting sleeve, and the axis center line of the second connecting hole is spatially parallel to the axis center line of the first connecting hole; a first rotating kit or a second rotating kit is arranged in the first connecting hole to be rotatably connected to the bogie; a first rotating kit or a second rotating kit is arranged in the second connecting hole to be rotatably connected to the lower control arm assembly.

[0012] In this scheme, the rotational connection with other components is achieved through the first rotational kit and the second rotational kit. By opening the second connecting hole on the connecting sleeve and setting the first connecting hole on the threaded rod, and setting the first rotational kit or the second rotational kit in the first connecting hole and the second connecting hole, the two ends of the damping shock absorber assembly can be rotationally connected to the lower control arm assembly and the bogie respectively.

[0013] In a further solution of the utility model, the first rotating kit includes an inner liner and a ball head; the inner liner is arranged in the first connecting hole and / or the second connecting hole, and the ball head is movably arranged in the inner liner.

[0014] In this solution, the lining is fixed by setting the lining in the first connecting hole or the second connecting hole, and the ball head is movably set in the lining to achieve multi-angle spherical rotation. Generally speaking, the first rotating kit is used to rotationally connect the damping shock absorber assembly and the bogie.

[0015] In a further solution of the utility model, the second rotating kit includes a bushing and an inner tube, the bushing is arranged in the first connecting hole and / or the second connecting hole, and the inner tube is movably arranged in the bushing.

[0016] In this solution, the bushing can be fixed by setting the bushing in the first connecting hole and / or the second connecting hole. The inner tube is coaxially set in the bushing and can rotate relative to the bushing. Therefore, coaxial rotation can be performed through the second rotating kit. Generally speaking, the second rotating kit is used to rotationally connect the damping shock absorber assembly and the lower control arm assembly.

[0017] In a further solution of the utility model, the lower control arm assembly includes a lower control arm body and a plurality of connection modules. The lower control arm body is provided with a plurality of third connection holes, and the connection components are arranged in the third connection holes.

[0018] In this solution, a plurality of third connection holes are provided on the lower control arm, and connection modules cooperating with the third connection holes are provided in the third connection holes. The lower control arm body is provided with a third connection hole, and the connection sleeve is provided in the third connection hole.

[0019] In a further solution of the present invention, the connection module includes a second rotating kit and an outer tube. The outer tube is respectively arranged in the fourth connecting hole or the fifth connecting hole, and the second rotating kit is arranged in the outer tube.

[0020] In this solution, a connection module is formed by a second rotating kit and an outer tube. The general structure of the second rotating kit used here is similar to the structure of the second rotating kit used in the damping shock absorber, but the size settings can be the same or different, and can be specifically designed according to needs.

[0021] In a further solution of the utility model, a weight-reducing hole and a tapered hole are provided on the lower control arm body, and the lower ball pin assembly is provided in the tapered hole.

[0022] A second aspect of the utility model provides a vehicle, comprising the steering angle module mechanism provided by the first aspect of the utility model.

[0023] In summary, the steering angle module mechanism and the vehicle provided by the present application have at least the following beneficial effects:

[0024] Arranging a lower control arm assembly at the bottom of the bogie can reduce the lateral force on the steering motor, reduce the internal resistance of the steering motor assembly, and improve the steering response speed; the bogie is connected to the frame through the lower control arm assembly. Since a steering damper is added between the bogie and the lower control arm assembly, the damper assembly is compressed or stretched when the bogie is turned. The damping force provided by the damper assembly can effectively suppress the shimmy problem of the corner module caused by the system gap when the vehicle is driving at high speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the specific implementation of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific implementation or the prior art description. Obviously, the drawings described below are some implementations of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0026] Figure 1 A schematic diagram of the structure of the steering angle module mechanism provided in an embodiment of the present application;

[0027] Figure 2 A schematic diagram of the structure of the damping shock absorber assembly provided in an embodiment of the present application; and

[0028] Figure 3 A schematic structural diagram of a lower control arm assembly provided in an embodiment of the present application.

[0029] The reference numerals are as follows:

[0030] 100, damping shock absorber assembly; 110, cylinder body; 120, piston rod; 130, connecting sleeve; 130A, second connecting hole; 140, connecting assembly; 141, mounting seat; 142, nut; 143, threaded rod; 143A, first connecting hole; 150, first rotating assembly; 151, ball head; 152, liner; 160, second rotating assembly; 161, bushing; 162, inner tube;

[0031] 200, bogie;

[0032] 300, lower control arm assembly; 310, lower control arm body; 321, outer tube; 300A, tapered hole; 300B, weight-reducing hole; 300C, third connecting hole; 300D, fourth connecting hole; 300E, fifth connecting hole;

[0033] 400. Lower ball pin assembly; 500. Steering motor assembly; 600. Body tower top assembly. DETAILED DESCRIPTION

[0034] In the description of the present application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like appear to indicate the orientation or position relationship, unless otherwise specified, they are understood to be based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present application.

[0035] In addition, if there is a feature defined as "first" or "second", it is only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Features defined as "first" or "second" may explicitly or implicitly include at least one of the defined features. If there is a description of "plurality", the general meaning is to include at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0036] In this application, unless otherwise clearly specified and limited, the terms such as "installed", "connected", "connected", "fixed" and so on should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection, it can be a direct connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0037] In the description of this specification, if the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" appear, it means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0038] Figure 1 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application.

[0039] Please refer to Figure 1In a first aspect, the utility model provides a steering angle module mechanism, comprising: a steering motor assembly 500, a lower control arm assembly 300, a bogie 200, a damping shock absorber assembly 100 and a lower ball pin assembly 400; the bogie 200 is transmission-connected to the power shaft of the steering motor assembly 500, and the lower control arm assembly 300 is connected to the vehicle frame; the damping shock absorber assembly 100 is telescopically and rotationally connected to the bogie 200 and the lower control arm assembly 300 and is coaxially arranged with the power shaft of the steering motor assembly 500; both ends of the lower ball pin assembly 400 are rotationally connected to the lower control arm assembly 300 and the bogie 200 respectively, and the connection point on the lower control arm assembly 300 and the bogie 200 is coaxial with the power shaft of the steering motor assembly 500.

[0040] In this solution, a lower control arm assembly 300 is arranged at the lower part of the bogie 200 to reduce the lateral force on the steering motor, reduce the internal resistance of the steering motor assembly 500, and improve the steering response speed; the bogie 200 is connected to the frame through the lower control arm assembly 300, and a steering damper is added between the bogie 200 and the lower control arm assembly 300, so that the damper assembly 100 is compressed or stretched when the bogie 200 turns and rotates, and the damping force provided by the damper assembly 100 can effectively suppress the swing problem of the corner module caused by the system gap when the vehicle is driving at high speed.

[0041] Specifically, the steering motor assembly 500 is disposed on the vehicle body tower top assembly 600 .

[0042] Please refer to Figure 2 In a further embodiment of the present invention, the damping shock absorber assembly 100 includes a cylinder body 110, a piston rod 120, a connecting assembly 140 and a connecting sleeve 130; the piston rod 120 is arranged in the cylinder body 110 and connected to the piston in the cylinder body 110; the connecting assembly 140 is arranged on the piston rod 120 and is rotatably connected to the bogie 200, and the connecting sleeve 130 is sleeved on the cylinder body 110 and is rotatably connected to the lower control arm assembly 300.

[0043] In this solution, the piston rod 120 is arranged in the cylinder body 110 and connected to the piston, ensuring the stable movement of the piston in the cylinder. The connecting assembly 140 is connected to the piston rod 120 and is rotatably connected to the bogie 200, forming a stable connection bridge. The setting of the connecting assembly 140 allows the piston rod 120 to be rotatably connected to the bogie 200, thereby realizing the flexible rotation of the lower control arm assembly 300. This design allows the entire lower ball pin assembly 400 to move flexibly under the control of the bogie 200 to adapt to different operating requirements. The connecting sleeve 130 is sleeved on the cylinder body 110 and is rotatably connected to the lower control arm assembly 300, so as to conveniently adjust and control the movement direction and angle of the lower ball pin assembly 400.

[0044] In a further embodiment of the present invention, the connecting assembly 140 includes: a mounting seat 141, in which the piston rod 120 is inserted; a locking nut 142, which is disposed in the mounting seat 141; and a threaded rod 143, which is threadedly connected to the locking nut 142 and has a first connecting hole 143A.

[0045] In this scheme, the mounting seat 141 is the basic component of the connecting assembly 140, and the piston rod 120 is inserted into the mounting seat 141. The fixing of the mounting seat 141 ensures the stable connection between the piston rod 120 and the connecting assembly 140, which can effectively prevent the piston rod 120 from loosening or falling off during the movement, thereby ensuring the firmness of the connection. The locking nut 142 is arranged in the mounting seat 141, and is threadedly connected and locked with the threaded rod 143. Through the fixing of the locking nut 142, a tight connection can be formed between the threaded rod 143 and the mounting seat 141, thereby ensuring the firmness of the connection. At the same time, when disassembly is required, the threaded rod 143 can be easily separated from the mounting seat 141 by rotating the threaded rod 143, thereby realizing the simple disassembly and replacement of the connecting piece. The threaded rod 143 is threadedly connected to the locking nut 142, and a first connecting hole 143A is formed to facilitate the connection of other components.

[0046] In a further solution of the utility model, a second connecting hole 130A is opened on the connecting sleeve 130, and the axis center line of the second connecting hole 130A is spatially parallel to the axis center line of the first connecting hole 143A; a first rotating kit 150 or a second rotating kit 160 is arranged in the first connecting hole 143A for rotational connection with the bogie 200; a first rotating kit 150 or a second rotating kit 160 is arranged in the second connecting hole 130A for rotational connection with the lower control arm assembly 300.

[0047] In this solution, the rotational connection with other components is achieved through the first rotational kit 150 and the second rotational kit 160. By opening the second connecting hole 130A on the connecting sleeve 130 and setting the first connecting hole 143A on the threaded rod 143, and setting the first rotational kit 150 or the second rotational kit 160 in the first connecting hole 143A and the second connecting hole 130A, the two ends of the damping shock absorber assembly 100 can be rotationally connected to the lower control arm assembly 300 and the bogie 200 respectively.

[0048] In a further solution of the present invention, the first rotating kit 150 includes an inner liner 152 and a ball head 151 ; the inner liner 152 is disposed in the first connecting hole 143A and / or the second connecting hole 130A, and the ball head 151 is movably disposed in the inner liner 152 .

[0049] In this solution, the lining 152 is fixed by setting it in the first connecting hole 143A or the second connecting hole 130A. The ball head 151 is movably set in the lining 152 to achieve multi-angle spherical rotation. Generally speaking, the first rotating kit 150 is used to rotationally connect the damping shock absorber assembly 100 and the bogie 200.

[0050] In a further embodiment of the present invention, the second rotating assembly 160 includes a bushing 161 and an inner tube 162 . The bushing 161 is disposed in the first connecting hole 143A and / or the second connecting hole 130A, and the inner tube 162 is movably disposed in the bushing 161 .

[0051] In this solution, the bushing 161 can be fixed by setting the bushing 161 in the first connecting hole 143A and / or the second connecting hole 130A. The inner tube 162 is coaxially set in the bushing 161 and can rotate relative to the bushing 161. Therefore, the second rotating kit 160 can be coaxially rotated. Generally speaking, the second rotating kit 160 is used to rotationally connect the damping shock absorber assembly 100 and the lower control arm assembly 300.

[0052] Please refer to Figure 3 In a further solution of the present invention, the lower control arm assembly 300 includes a lower control arm body 310 and a plurality of connection modules. The lower control arm body 310 is provided with a plurality of third connection holes 300C, and the connection sleeve 130 is disposed in the third connection hole 300C.

[0053] In this solution, by providing a fourth connection hole 300D and a fifth connection hole 300E on the lower control arm, and providing a matching connection module in the fourth connection hole 300D and the fifth connection hole 300E, the lower control arm can be rotationally connected to other components of the vehicle.

[0054] In a further solution of the present invention, the connection module includes a second rotating kit 160 and an outer tube 321 . The outer tube 321 is respectively disposed in the fourth connection hole 300D and the fifth connection hole 300E. The second rotating kit 160 is disposed in the outer tube 321 .

[0055] In this solution, a connection module is formed by the second rotating kit 160 and the outer tube 321. The general structure of the second rotating kit 160 used here is similar to the structure of the second rotating kit 160 used in the damping shock absorber. The size settings can be the same or different, and can be specifically designed according to needs.

[0056] In a further solution of the present invention, a weight-reducing hole 300B and a tapered hole 300A are provided on the lower control arm body 310 , and the lower ball and pin assembly 400 is disposed in the tapered hole 300A.

[0057] Figure 3 In the embodiment, the third connecting hole 300C is used to connect the damping shock absorber assembly 100.

[0058] A second aspect of the utility model provides a vehicle, comprising the steering angle module mechanism provided by the first aspect of the utility model.

[0059] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Those skilled in the art can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A steering angle module mechanism for improving the feel of wire-controlled steering, characterized in that: include: A steering motor assembly (500), a lower control arm assembly (300), a bogie (200), a damping shock absorber assembly (100) and a lower ball pin assembly (400); The bogie (200) is drivingly connected to the power shaft of the steering motor assembly (500), and the lower control arm assembly (300) is connected to the vehicle frame; The damping shock absorber assembly (100) is telescopically and rotatably connected to the bogie (200) and the lower control arm assembly (300) and is coaxially arranged with the power shaft of the steering motor assembly (500); The two ends of the lower ball pin assembly (400) are rotatably connected to the lower control arm assembly (300) and the bogie (200), and the connection point between the lower control arm assembly (300) and the bogie (200) is coaxial with the power shaft of the steering motor assembly (500).

2. The steering angle module mechanism according to claim 1, characterized in that: The damping shock absorber assembly (100) comprises a cylinder body (110), a piston rod (120), a connecting component (140) and a connecting sleeve (130); The piston rod (120) is disposed in the cylinder body (110) and is connected to the piston in the cylinder body (110); The connecting assembly (140) is arranged on the piston rod (120) and is rotatably connected to the bogie (200), and the connecting sleeve (130) is sleeved on the cylinder body (110) and is rotatably connected to the lower control arm assembly (300).

3. The steering angle module mechanism according to claim 2, characterized in that: The connection assembly (140) comprises: A mounting seat (141), wherein the piston rod (120) is inserted into the mounting seat (141); A locking nut (142) is disposed in the mounting seat (141); and The threaded rod (143) is threadedly connected to the locking nut (142) and is formed with a first connecting hole (143A).

4. The steering angle module mechanism according to claim 3, characterized in that: The connecting sleeve (130) is provided with a second connecting hole (130A), and the axis center line of the second connecting hole (130A) is spatially parallel to the axis center line of the first connecting hole (143A); A first rotating sleeve (150) or a second rotating sleeve (160) is disposed in the first connecting hole (143A) to be rotatably connected to the bogie (200); A first rotating kit (150) or a second rotating kit (160) is disposed in the second connecting hole (130A) to be rotatably connected to the lower control arm assembly (300).

5. The steering angle module mechanism according to claim 4, characterized in that: The first rotating kit (150) comprises an inner lining (152) and a ball head (151); the inner lining (152) is arranged in the first connecting hole (143A) and / or the second connecting hole (130A), and the ball head (151) is movably arranged in the inner lining (152).

6. The steering angle module mechanism according to claim 4, characterized in that: The second rotating kit (160) comprises a bushing (161) and an inner tube (162); the bushing (161) is arranged in the first connecting hole (143A) and / or the second connecting hole (130A); and the inner tube (162) is movably arranged in the bushing (161).

7. The steering angle module mechanism according to claim 6, characterized in that: The lower control arm assembly (300) comprises a lower control arm body (310) and a plurality of connection modules. A third connection hole (300C) is provided on the lower control arm body (310), and the connection sleeve (130) is arranged in the third connection hole (300C).

8. The steering angle module mechanism according to claim 7, characterized in that: The lower control arm body (310) is provided with a fourth connection hole (300D) or a fifth connection hole (300E), and the connection module comprises a second rotation kit (160) and an outer tube (321), wherein the outer tube (321) is respectively arranged in the fourth connection hole (300D) or the fifth connection hole (300E), and the second rotation kit (160) is arranged in the outer tube (321).

9. The steering angle module mechanism according to claim 7, characterized in that: The lower control arm body (310) is provided with a weight-reducing hole (300B) and a tapered hole (300A), and the lower ball pin assembly (400) is arranged in the tapered hole (300A).

10. A vehicle, characterized in that: It comprises the steering angle module mechanism as described in any one of claims 1-9.

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