Wheel-side steering gear with damping mechanism

Abstract

The utility model discloses a wheel-side steering gear with a damping mechanism, which relates to the technical field of wheel-side steering gears and comprises a steering knuckle, a suspension main body and a mounting plate, connecting balls are hinged to the upper side and the lower side of the steering knuckle respectively, and a lower swing arm and an upper swing arm are detachably mounted at the ends, away from the steering knuckle, of the two connecting balls respectively. The ends, away from the steering knuckle, of the lower swing arm and the upper swing arm are rotationally installed on the suspension body, a shock absorber is rotationally installed in the suspension body, the end, away from the suspension body, of the shock absorber is rotationally installed on the lower swing arm, and a spring is fixedly installed between two pressing plates of the shock absorber. The shock absorber, the spring, the upper swing arm and the lower swing arm are arranged to be matched, shock absorption is conducted on a vehicle, force generated by bumping is buffered and dispersed, the stability and trafficability of the vehicle are improved, the steering motor is arranged on the upper portion, the ground clearance of the steering motor is increased, and therefore the phenomenon that the steering motor is damaged due to collision is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of wheel-side steering gears, in particular to a wheel-side steering gear with a shock absorbing mechanism. Background Art

[0002] The wheel-side steering gear can realize lateral, diagonal, and on-the-spot turning movements, which is more conducive to the realization of autonomous driving and is the current development trend of automobile wire-controlled chassis.

[0003] At present, most of the wheel-side steering gears are not equipped with a shock absorbing mechanism. When the road surface is uneven, it is easy to tilt, which is inconvenient for daily use. In addition, most of the wheel-side steering gears mainly use a worm gear form or a gear transmission structure with the motor arranged downward. The motor has a small ground clearance and is prone to bumps and damage to the motor. In view of the above problems, the inventor proposes a wheel-side steering gear with a shock absorbing mechanism to solve the above problems. Utility Model Content

[0004] In order to solve the problem of easy roll and easy damage to the motor, the utility model aims to provide a wheel-side steering gear with a shock absorbing mechanism.

[0005] In order to solve the above technical problems, the utility model adopts the following technical scheme: a wheel-side steering gear with a shock-absorbing mechanism, comprising a steering knuckle, a suspension body and a mounting plate, the upper and lower sides of the steering knuckle are hinged with connecting balls, the ends of the two connecting balls away from the steering knuckle are detachably mounted with a lower swing arm and an upper swing arm, the lower swing arm and the upper swing arm are threadedly connected at the ends away from the suspension body, and one end of the screw penetrates through the connecting rod of the connecting ball and is threadedly connected to the lower swing arm and the upper swing arm, the ends of the lower swing arm and the upper swing arm away from the steering knuckle are rotatably mounted on the suspension body, a shock absorber is rotatably mounted in the suspension body, and the end of the shock absorber away from the suspension body is rotatably mounted on the lower swing arm, and a spring is fixedly mounted between the two pressure plates of the shock absorber; the upper end of the mounting plate A steering motor is fixedly installed on the surface, a steering housing is fixedly installed inside the mounting plate, a mounting seat is rotatably installed on the lower surface of the steering housing, a rotating rod is fixedly installed on the upper surface of the mounting seat, and the rotating rod is rotatably arranged inside the steering housing, a No. 1 thrust ball bearing, a deep groove ball bearing and a No. 2 thrust ball bearing are movable sleeved on the outer surface of the rotating rod, and the No. 1 thrust ball bearing, the deep groove ball bearing and the No. 1 thrust ball bearing are detachably installed inside the steering housing, the deep groove ball bearing is located between the No. 1 thrust ball bearing and the No. 1 thrust ball bearing, a bearing end cover is detachably installed on the top of the steering housing, and a locking nut is threadedly connected to the upper surface of the bearing end cover, a reduction gear is fixedly installed on the lower surface of the mounting seat, and the reduction gear is fixedly installed on the suspension body.

[0006] Preferably, a steering gear is fixedly mounted on the bottom end of the steering motor output shaft, and the steering gear is meshed with the reduction gear.

[0007] Preferably, a stabilizer bar is hingedly installed between the steering knuckle and both sides of the suspension body, and the stabilizer bar is installed with the steering knuckle and the suspension body through an articulated ball.

[0008] Preferably, a wheel with a hub motor is fixedly mounted on the side of the steering knuckle away from the suspension body, and the outer surface of the wheel with the hub motor is in active contact with the ground.

[0009] Compared with the prior art, the beneficial effects of the utility model are:

[0010] 1. In the utility model, the shock absorber, the spring, the upper swing arm and the lower swing arm are arranged to cooperate with each other to reduce the shock of the vehicle, so that the force generated by the bump is buffered and dispersed, the stability and passability of the vehicle are improved, and the steering motor is placed upward to increase the ground clearance of the steering motor, thereby reducing the phenomenon of damage to the steering motor caused by collision.

[0011] 2. In the utility model, the No. 1 thrust ball bearing, the deep groove ball bearing and the No. 2 thrust ball bearing are limited by the cooperation between the bearing end cover and the locking nut, so that the No. 1 thrust ball bearing, the deep groove ball bearing and the No. 2 thrust ball bearing can be disassembled and replaced conveniently. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0013] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0014] Figure 2 It is a side structural schematic diagram of the utility model.

[0015] Figure 3 It is a schematic diagram of the cross-sectional structure of the steering housing of the utility model.

[0016] In the figure: 1. Steering knuckle; 11. Wheel with hub motor; 12. Stabilizer bar; 13. Lower swing arm; 14. Upper swing arm; 15. Screw rod; 16. Connecting ball; 2. Suspension body; 21. Shock absorber; 22. Spring; 3. Mounting plate; 31. Steering motor; 32. Steering gear; 4. Steering housing; 41. Bearing end cover; 42. Locking nut; 43. Mounting seat; 44. Reduction gear; 45. Turn rod; 46. No. 1 thrust ball bearing; 47. Deep groove ball bearing; 48. No. 2 thrust ball bearing. DETAILED DESCRIPTION

[0017] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0018] Example: Figure 1-3 As shown, the utility model provides a wheel-side steering gear with a shock absorbing mechanism, comprising a steering knuckle 1, a suspension body 2 and a mounting plate 3, the upper and lower sides of the steering knuckle 1 are hinged with connecting balls 16, the ends of the two connecting balls 16 away from the steering knuckle 1 are detachably mounted with a lower swing arm 13 and an upper swing arm 14, the ends of the lower swing arm 13 and the upper swing arm 14 away from the steering knuckle 1 are rotatably mounted on the suspension body 2, a shock absorber 21 is rotatably mounted in the suspension body 2, and the end of the shock absorber 21 away from the suspension body 2 is rotatably mounted on the lower swing arm 13, a spring 22 is fixedly mounted between two pressure plates of the shock absorber 21 for shock absorption and buffering to improve the vehicle's passability and stability; a steering motor 31 is fixedly mounted on the upper surface of the mounting plate 3, a steering housing 4 is fixedly mounted inside the mounting plate 3 for driving the suspension body 2 for installation, a mounting seat 43 is rotatably mounted on the lower surface of the steering housing 4, a reduction gear 44 is fixedly mounted on the lower surface of the mounting seat 43, and the reduction gear 44 is fixedly mounted on the suspension body 2.

[0019] A steering gear 32 is fixedly installed at the bottom end of the output shaft of the steering motor 31, and the steering gear 32 is meshed with the reduction gear 44 to drive the suspension body 2 to rotate. When in use, the steering motor 31 is turned on to drive the steering gear 32 to rotate, and the reduction gear 44 is driven to rotate through the rotation of the steering gear 32, and the suspension body 2 is driven to rotate through the rotation of the reduction gear 44.

[0020] By adopting the above technical solution, the steering motor 31 can drive the suspension body 2 to rotate.

[0021] The lower swing arm 13 and the upper swing arm 14 are threadedly connected at one end away from the suspension body 2 with a screw rod 15, and one end of the screw rod 15 passes through the connecting rod of the connecting ball 16 and is threadedly connected to the lower swing arm 13 and the upper swing arm 14 for installing the lower swing arm 13 and the upper swing arm 14. When in use, when one end of the screw rod 15 passes through the connecting rod of the connecting ball 16 and is threadedly connected to the lower swing arm 13 and the upper swing arm 14, the installation of the lower swing arm 13 and the upper swing arm 14 is completed.

[0022] By adopting the above technical solution, the screw rod 15 can install the lower swing arm 13 and the upper swing arm 14.

[0023] A rotating rod 45 is fixedly mounted on the upper surface of the mounting seat 43 , and the rotating rod 45 is rotatably disposed inside the steering housing 4 to facilitate the rotation of the mounting seat 43 .

[0024] By adopting the above technical solution, the rotating rod 45 can facilitate the rotation of the mounting seat 43.

[0025] The outer surface of the rotating rod 45 is movably sleeved with a No. 1 thrust ball bearing 46, a deep groove ball bearing 47 and a No. 2 thrust ball bearing 48, and the No. 1 thrust ball bearing 46, the deep groove ball bearing 47 and the No. 1 thrust ball bearing 46 are detachably installed inside the steering housing 4, and the deep groove ball bearing 47 is located between the No. 1 thrust ball bearing 46 and the No. 1 thrust ball bearing 46, so as to increase the bearing capacity of the rotating rod 45 for axial and radial forces.

[0026] By adopting the above technical solution, the No. 1 thrust ball bearing 46 , the deep groove ball bearing 47 and the No. 1 thrust ball bearing 46 can improve the bearing capacity of the rotating rod 45 for the axial force and the radial force.

[0027] A bearing end cover 41 is detachably mounted on the top of the steering housing 4, and a locking nut 42 is threadedly connected to the upper surface of the bearing end cover 41 for limiting the position of the bearing end cover 41. When in use, the bearing end cover 41 is limited by tightening the locking nut 42.

[0028] By adopting the above technical solution, the locking nut 42 can limit the bearing end cover 41 .

[0029] A stabilizer bar 12 is hingedly installed between the steering knuckle 1 and the two sides of the suspension body 2, and the stabilizer bar 12 is installed with the steering knuckle 1 and the suspension body 2 through an articulated ball to limit the freedom of the wheel to rotate around the kingpin connected to the ball center of the upper swing arm 14 and the lower swing arm 13.

[0030] By adopting the above technical solution, the stabilizer bar 12 can restrict the wheels.

[0031] A wheel with a hub motor 11 is fixedly mounted on the side of the steering knuckle 1 away from the suspension body 2, and the outer surface of the wheel with a hub motor 11 is in active contact with the ground to move the vehicle.

[0032] By adopting the above technical solution, the wheel hub motor 11 can facilitate the movement of the vehicle.

[0033] Working principle: First, when the vehicle is moving, turn on the steering motor 31 to drive the steering gear 32 to rotate, and the rotation of the steering gear 32 drives the reduction gear 44 to rotate, and the rotation of the reduction gear 44 drives the suspension body 2 to rotate, and the suspension body 2 drives the steering knuckle 1 to rotate, and the steering knuckle 1 drives the wheel to rotate, thereby achieving steering;

[0034] Secondly, during the steering process, the No. 1 thrust ball bearing 46, the deep groove ball bearing 47 and the No. 1 thrust ball bearing 46 can improve the bearing capacity of the turning rod 45 against the axial force and the radial force, thereby improving the smoothness of the steering and the stability of the vehicle.

[0035] Then, when the vehicle is traveling on an uneven road, the spring 22 is compressed by the swing of the shock absorber 21, and the swing of the shock absorber 21 drives the suspension body 2 to swing, and the swing of the suspension body 2 drives the lower swing arm 13 and the upper swing arm 14 to swing, so as to buffer and disperse the force generated by the bumps, thereby improving the stability and passability of the vehicle.

[0036] During the final buffering and steering process, the stabilizing bar 12 can limit the freedom of the wheel to rotate around the kingpin connected to the ball center of the upper swing arm 14 and the lower swing arm 13, thereby improving the stability of the vehicle.

[0037] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A wheel-side steering gear with a shock absorbing mechanism, comprising a steering knuckle (1), a suspension body (2) and a mounting plate (3), characterized in that: The steering knuckle (1) is hingedly connected with a connecting ball (16) at both ends, and the two connecting balls (16) are detachably mounted with a lower swing arm (13) and an upper swing arm (14) at one end away from the steering knuckle (1). The lower swing arm (13) and the upper swing arm (14) are rotatably mounted on the suspension body (2) at one end away from the steering knuckle (1). A shock absorber (21) is rotatably mounted in the suspension body (2), and the end of the shock absorber (21) away from the suspension body (2) is rotatably mounted on the lower swing arm (13). A spring (22) is fixedly mounted between two pressure plates of the shock absorber (21). A steering motor (31) is fixedly mounted on the upper surface of the mounting plate (3), and a steering housing (4) is fixedly mounted inside the mounting plate (3). A mounting seat (43) is rotatably mounted on the lower surface of the steering housing (4), and a reduction gear (44) is fixedly mounted on the lower surface of the mounting seat (43). The reduction gear (44) is fixedly mounted on the suspension body (2).

2. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 1, characterized in that: A steering gear (32) is fixedly mounted on the bottom end of the output shaft of the steering motor (31), and the steering gear (32) is meshed with the reduction gear (44).

3. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 1, characterized in that: The lower swing arm (13) and the upper swing arm (14) are threadedly connected at one end away from the suspension body (2) with a screw rod (15), and one end of the screw rod (15) passes through a connecting rod of a connecting ball (16) and is threadedly connected inside the lower swing arm (13) and the upper swing arm (14).

4. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 1, characterized in that: A rotating rod (45) is fixedly mounted on the upper surface of the mounting seat (43), and the rotating rod (45) is rotatably arranged inside the steering housing (4).

5. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 4, characterized in that: The outer surface of the rotating rod (45) is provided with a No. 1 thrust ball bearing (46), a deep groove ball bearing (47) and a No. 2 thrust ball bearing (48) on a movable sleeve, and the No. 1 thrust ball bearing (46), the deep groove ball bearing (47) and the No. 1 thrust ball bearing (46) are detachably mounted inside the steering housing (4), and the deep groove ball bearing (47) is located between the No. 1 thrust ball bearing (46) and the No. 2 thrust ball bearing (48).

6. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 1, characterized in that: A bearing end cover (41) is detachably mounted on the top of the steering housing (4), and a locking nut (42) is threadedly connected to the upper surface of the bearing end cover (41).

7. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 1, characterized in that: A stabilizing rod (12) is hingedly mounted between the steering knuckle (1) and the two sides of the suspension body (2), and the stabilizing rod (12) is mounted on the steering knuckle (1) and the suspension body (2) via a hinge ball.

8. A wheel-side steering gear with a shock absorbing mechanism as claimed in claim 1, characterized in that: A wheel with a hub motor (11) is fixedly mounted on the side of the steering knuckle (1) away from the suspension body (2), and the outer surface of the wheel with the hub motor (11) is in active contact with the ground.

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