Steering gear and vehicle

Abstract

The embodiment of the utility model discloses a steering gear and a vehicle, the steering gear comprises a steering gear main body and a power integration unit, the power integration unit comprises a power shell and at least two electric power assemblies, and the electric power assemblies are in driving connection with the steering gear main body; and each electric power assembly is configured to independently drive the steering gear main body. Therefore, by arranging the at least two electric power assemblies, on the basis of a basic framework, a module and a transmission chain of an existing drive-by-wire steering gear, a full-redundancy framework can be achieved, the safety and reliability of the steering gear are improved, the failure probability of the steering gear is reduced, and the cost of the steering gear is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of steering gears, and in particular to a steering gear and a vehicle. Background Art

[0002] In the related art, the drive motor of the steering gear adopts a dual-winding motor. Although it has two sets of windings, these two sets of windings cannot work independently of each other. If one set is damaged, the other set of windings may also not work. Although the controller on the back of the motor is also dual-redundant, the two sets of hardware and software are arranged on a circuit board in one controller. If one path of the controller fails, it may affect the other path of the controller and cause it to also not work. This results in the failure of the steering gear when the motor or the controller fails, reducing the safety redundancy factor of the steering gear, increasing the failure probability of the steering gear, and reducing the safety. Summary of the Utility Model

[0003] The utility model aims to at least solve one of the technical problems existing in the prior art. For this reason, an object of the utility model is to provide a steering gear, the safety redundancy factor of the steering gear is higher, the failure probability is lower, and the reliability and stability are higher.

[0004] The present application further provides a vehicle adopting the above steering gear.

[0005] In a first aspect, the present application provides a steering gear, including: a steering gear main body and a power integration unit, the power integration unit including: a power housing and at least two electric power assemblies, the electric power assemblies being drivingly connected to the steering gear main body; wherein each of the electric power assemblies is configured to independently drive the steering gear main body.

[0006] According to the steering gear of the embodiment of the present application, by providing at least two electric power assemblies, a full redundancy architecture can be realized on the basis of the existing basic structure, modules and transmission chain of the steer-by-wire steering gear, improving the safety and reliability of the steering gear, reducing the failure probability of the steering gear, and reducing the cost of the steering gear. According to some embodiments of the present application, the electric power assembly includes a motor and a controller, the motor is drivingly connected to the steering gear main body, and the controller is arranged at an end of the motor away from the power housing.

[0007] According to some embodiments of the present application, the power integration unit further includes: a first-stage transmission system, the first-stage transmission system being connected to the electric power assembly and the first-stage transmission system being connected to the steering gear main body.

[0008] According to some embodiments of the present application, the primary transmission system includes: an input face gear and an output face gear, the input face gear is connected to the motor of the electric power assembly through a coupling, and the output face gear is connected to the steering gear body; or the primary transmission system includes a turbine and a worm, the worm is connected to the electric power assembly, and the turbine is connected to the steering gear body.

[0009] Further, the steering gear further includes: a connecting base, the connecting base is disposed at the axis center of the output face gear, and the connecting base is connected to the steering gear body through an internal spline.

[0010] Further, the power integration unit further includes: an end cover, the end cover is connected to the power housing, and the end cover is connected to the connecting base through a first bearing.

[0011] Further, the steering gear further includes: a nut bearing, the nut portion of the nut bearing is connected to the power housing, one axial side of the output face gear meshes with the input face gear, and the nut bearing is in abutting fit with the other side of the output face gear and the end cover.

[0012] Further, the nut bearings are arranged in groups, the number of nut bearings in each nut bearing group is not less than two, and the nut bearing group is arranged corresponding to the input face gear.

[0013] Further, the plurality of nut bearings in the nut bearing group are symmetrically arranged with respect to the axis of the input face gear.

[0014] Further, a second bearing and a fixing circlip are arranged between the input face gear and the power housing.

[0015] According to some embodiments of the present application, the steering gear further includes: an angle detection device, the angle detection device is integrated in the steering gear body, and a sensor connector is led out, and the sensor connector is in signal connection with one of the electric power assemblies, and adjacent electric power assemblies are in signal connection.

[0016] Further, the input face gear and the output face gear are configured as a straight tooth transmission or a helical tooth transmission.

[0017] According to some embodiments of the present application, the electric power assembly is located on one side of the primary transmission system adjacent to the steering gear body, or the electric power assembly is located on one side of the primary transmission system away from the steering gear body.

[0018] In some embodiments, the included angle between the axes of two adjacent electric power assemblies is 30° to 180°.

[0019] Further, the electric powertrain is configured as a non-redundant EPP, a fully redundant EPP, or a dual-redundant EPP.

[0020] According to some embodiments of the present application, the steering gear body has a connected secondary transmission system and a tertiary transmission system. The power output end of the tertiary transmission system is used to output steering power, and the secondary transmission system is connected to the primary transmission system.

[0021] Further, the secondary transmission system is configured as a secondary planetary gear train, and the tertiary transmission system is configured as a tertiary planetary gear train.

[0022] According to some embodiments of the present application, a plurality of the electric powertrains are arranged at intervals along the radial direction of the power housing.

[0023] A vehicle according to an embodiment of the second aspect of the present application includes: the steering gear according to any one of the above embodiments.

[0024] Additional aspects and advantages of the present utility model will be given in part in the following description, become apparent in part from the following description, or be understood through the practice of the present utility model. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and / or additional aspects and advantages of the present utility model will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein:

[0026] Figure 1 is a schematic view of a steering gear from one angle according to an embodiment of the present application;

[0027] Figure 2 is a schematic view of a steering gear from another angle according to an embodiment of the present application;

[0028] Figure 3 is a schematic view of the included angle between adjacent electric powertrains according to an embodiment of the present application;

[0029] Figure 4 is a sectional view of a steering gear according to an embodiment of the present application;

[0030] Figure 5 is a sectional view of a power integration unit according to an embodiment of the present application;

[0031] Figure 6 is a schematic layout diagram of a power integration unit according to an embodiment of the present application;

[0032] Figure 7 is another schematic layout diagram of a power integration unit according to an embodiment of the present application;

[0033] Figure 8 is an architecture diagram of a steering gear according to an embodiment of the present application;

[0034] Figure 9 is a cross-sectional schematic view of a steering gear body according to an embodiment of the present application;

[0035] Figure 10 is a schematic view of a secondary transmission system and a tertiary transmission system according to an embodiment of the present application.

[0036] Reference numerals:

[0037] Steering gear 100, angle detection device 200, steering simulation unit 300, central processing unit 400,

[0038] Steering gear body 10, secondary transmission system 11, tertiary transmission system 12, sensor connector 13,

[0039] Power integration unit 20, power housing 21, primary transmission system 22, input face gear 221, output face gear 222, electric power assembly 23, motor 231, controller 232, coupling 233, end cover 24,

[0040] Connection base 30, nut bearing 40, first bearing 50, second bearing 60, fixed circlip 70. Detailed implementation manners

[0041] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0042] Unless otherwise defined, all technical and scientific terms used in the present application have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present application belongs; the terms used in the specification of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "including" and "having" and any variations thereof in the specification and claims of the present application and the above accompanying drawings are intended to cover non-exclusive inclusion. The terms "first", "second", etc. in the specification and claims of the present application or the above accompanying drawings are used to distinguish different objects and are not used to describe a specific order or primary-secondary relationship.

[0043] References to "embodiments" in this application mean that specific features, structures, or characteristics described in connection with the embodiments can be included in at least one embodiment of this application. The phrase appears in various places in the specification and does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments.

[0044] In the description of this application, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", "joined", and "attached" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0045] The term "and / or" in this application is merely a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally represents an "or" relationship between the associated objects before and after.

[0046] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, in different embodiments, the detailed description of the same components is omitted. It should be understood that the thicknesses, lengths, widths, etc. of various components in the embodiments of this application shown in the drawings, as well as the overall thickness, length, width, etc. of the integrated device, are only for illustrative purposes and should not constitute any limitation to this application.

[0047] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present utility model.

[0048] In the description of the present utility model, the first feature being "above" or "below" the second feature may include the direct contact of the first and second features, or may include the situation where the first and second features are not in direct contact but are in contact through other features between them.

[0049] In the description of the present utility model, the first feature being "above", "over" or "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0050] In this application, "a plurality of" refers to two or more (including two).

[0051] First, the terms appearing in the specification of this application are explained.

[0052] EPP: Abbreviation for electric power pack, an electrified powertrain unit, which is composed of a motor and a controller integrated together. The motor and the controller communicate directly and provide power through a direct connection circuit.

[0053] Non-redundant EPP: The motor is a single-winding motor, and the controller is a single-channel controller. The EPP without any hardware backup will fail as soon as one of the components is damaged or fails.

[0054] Dual-redundant EPP: An EPP in which both the motor and the controller have backups or an EPP contains two sets of relatively independent hardware is called a dual-redundant EPP. However, a dual-redundant EPP does not mean that the backups exist independently, and there is a possibility that the backup hardware and the main actuator fail simultaneously. For example, a dual-redundant EPP composed of a dual-winding motor + an integrated dual-channel controller. In this EPP, the two windings of the motor are in one motor housing and share a set of rotors. Although one winding fails, the other winding may be able to perform the work task. However, if the rotor is damaged, the motor will be damaged. Its safety factor is not doubled. It just backs up the more easily damaged winding. In addition, since the two windings are in one housing, if one winding is damaged due to overheating, it may affect the operation of the other winding. Therefore, the two windings are not completely independent and do not affect each other. The nature of the integrated dual-channel controller is similar. Because the two channels of the controller may be set on one circuit board or on two circuit boards, but are adjacent and installed in one controller housing, the two channels of the controller are not completely independent and do not affect each other.

[0055] Full-redundant EPP (architecture): A pair of power units composed of two completely independent non-redundant or dual-redundant EPPs. There is no physical connection between the two independent EPPs except for communication. They jointly complete the control mechanism required for work. This is a mechanism architecture. Since the two EPPs are at a certain distance from each other, when one group fails and is damaged, the controller drive can be cut off, and the other group of EPPs works independently. Therefore, the safety redundancy under the full-redundant architecture is stronger, and the failure probability at the assembly level is lower.

[0056] Functional safety: Avoid unacceptable fatal risks caused by system functional failures. ASIL-D is the highest level of functional safety requirements. The failure probability of products at this level is less than or equal to 10 fit, that is, one failure is allowed within 10^8 working hours.

[0057] 1 fit: A situation where a product has one failure or malfunction within 10^9 hours.

[0058] By - wire steering gear: The steering gear transmits steering signals entirely through cables, no longer requiring mechanical drive shafts, torsion bars, or input gears to transmit steering hand forces, nor angle sensors and other devices to measure steering angle inputs, etc. Since the steering force is no longer input through a mechanical structure, mechanical decoupling is achieved, and the layout of the steering gear is no longer restricted by the position of the input shaft.

[0059] Furthermore, it should be noted that currently, most steering gears use electric recirculating ball steering gears. By setting up a fully redundant architecture with a dual - motor and dual - controller structure, the failure probability within 10 fit can be met, achieving functional safety at the highest level of ASIL - D.

[0060] However, for a by - wire steering gear, although the steering gear uses a dual - winding motor with two sets of windings, these two sets of windings cannot work independently. If one set is damaged, the other set may also not work. Although the controller on the back of the motor is also dual - backup, the two sets of hardware and software are arranged on a circuit board within one controller. If one path of the controller fails, it may affect the other path of the controller and cause it to stop working. In failure modes such as motor burnout, electrode jamming, controller circuit board burnout, and external collision damage, the possibility of both power sources being damaged simultaneously is relatively high. Therefore, in this failure mode, the steering gear also fails simultaneously, reducing the safety redundancy factor of the steering gear assembly and increasing the failure probability.

[0061] For a by - wire steering gear, since there is no manual control, once it fails, the entire vehicle loses steering power, and it is difficult to highly support the safety requirements of by - wire steering. That is, to achieve intelligent driving above L3 level, a dual - winding motor with higher safety redundancy and a centrally arranged dual - controller (the two controllers are integrated in one component and still appear as one controller from the outside) must be used. However, in this case, the cost of the power system soars, and the economy deteriorates sharply.

[0062] Assume that the safety factor of the power source in the dual-winding integrated dual-controller mode (hereinafter referred to as dual-redundant EPP) is 5, and the safety factor of the power source in the single-winding single-controller mode (hereinafter referred to as non-redundant EPP) is 3. Two non-redundant EPPs are used to provide power independently at the same time, and the two non-redundant EPPs are controlled collaboratively by the electronic control system. This arrangement and control mode is called full redundancy. In this mode, the two non-redundant EPPs work independently and are not affected by the other EPP. At the same time, the two non-redundant EPPs work synchronously. When one set of EPP is damaged and cannot work, the electronic control system immediately cuts off the controller of this set of EPP, and the other set of EPP works independently. In case of emergency, the steering power is lost simultaneously. In this mode, the safety factor of the entire power source achieves the effect of 3 * 3 = 9. At the same time, the economy of the non-redundant EPP is much higher than that of the dual-redundant EPP. The cost of the two non-redundant EPPs is lower than that of the dual-redundant EPP. The technical difficulty lies in the synchronous control of the two EPPs by the electronic control system to work collaboratively.

[0063] That is to say, it is difficult for the current steer-by-wire steering gear to achieve full redundancy control. The safety redundancy factor of the steering gear is low, the failure probability of the steering gear is large, and the safety is low.

[0064] Based on this, the present application proposes a steering gear, which can realize the full redundancy design of the steer-by-wire steering gear, improve the safety redundancy factor, reduce the failure probability of the steering gear, improve the safety, and have a lower cost.

[0065] Next, refer to Figures 1 - 10 Describe the steering gear 100 and the vehicle according to the embodiment of the present invention.

[0066] As Figure 1 、 Figure 2 、 Figure 4 and Figure 5 shown, the present application provides a steering gear 100, including: a steering gear main body 10 and a power integration unit 20.

[0067] Wherein, the power integration unit 20 includes: a power housing 21 and at least two electric power assemblies 23. The electric power assemblies 23 are drivingly connected to the steering gear main body 10, and the steering gear main body 10 is used to output steering power.

[0068] Specifically, there are at least two electric power assemblies 23, and both of the two electric power assemblies 23 are connected to the steering gear main body 10 to input steering power to the steering gear main body 10, and the steering gear main body 10 is used to output steering power and can finally pass through Figure 8The output shaft shown completes power output and realizes steering. With the arrangement of at least two electric power assemblies 23, when any one of the electric power assemblies 23 fails, the execution of steering can still be ensured. Moreover, after any one of the electric power assemblies 23 fails, an alarm can be given in a timely manner to pull over to the side of the road in a timely manner and be repaired later, improving stability and reliability.

[0069] The electric power assemblies 23 are arranged on the power housing 21. The angle detection device 200 can be signal-connected to one of the electric power assemblies 23 through the sensor connector 13, and multiple electric power assemblies 23 can be signal-connected through signal wiring harnesses.

[0070] That is to say, the steering gear 100 further includes: an angle detection device 200, which is integrated in the steering gear body 10 and has a sensor connector 13 led out. The sensor connector 13 is signal-connected to one of the electric power assemblies 23, and adjacent electric power assemblies 23 are signal-connected to each other.

[0071] It should be noted that each electric power assembly 23 is configured to independently drive the steering gear body 10, that is, each electric power assembly 23 itself can complete the control of the magnitude and direction of the steering power and realize the input of the steering power to the steering gear body 10 to drive the steering gear body 10. When any one of the electric power assemblies 23 fails, other electric power assemblies 23 used for redundant backup can also independently realize the control of the steering power.

[0072] Exemplarily, referring to Figure 8 As shown, taking the example where there are two electric power assemblies 23, the two electric power assemblies 23 can be respectively defined as the main power assembly and the auxiliary power assembly. Both of the two electric power assemblies 23 have separate controllers 232. The angle signal of the angle detection device 200 can be transmitted to the main power assembly. Information interaction can be carried out between the main power assembly and the auxiliary power assembly. The main power assembly can obtain the control signal after the interaction between the steering simulation unit 300 and the central controller 232400 and the angle signal of the angle detection device 200. The auxiliary power assembly can obtain the control signal after the interaction between the steering simulation unit 300 and the central controller 232400, the angle signal transmitted through the main power assembly, or the angle signal transmitted by the angle detection device 200.

[0073] Furthermore, the main power assembly can independently generate a set of motor 231 control commands, and the auxiliary power assembly can also independently generate a set of motor 231 control commands. After comparing the motor 231 control commands of both, if the preset error requirement is met, then one of the main power assembly or the auxiliary power assembly drives the first-level transmission system 22 and realizes the steering housing. If there is an error between the motor 231 control commands of both and the error is outside the preset error range, the auxiliary power assembly issues a control alarm and still executes the control commands transmitted by the main controller 232 to ensure that the steering action can still be executed when a failure occurs in the main power assembly or the auxiliary power assembly.

[0074] It can be understood that in the embodiment of the present application, by setting at least two electric power assemblies 23 (such as two, three or more) to implement a full redundancy architecture, it can lay the framework and underlying hardware foundation for realizing the functional safety at the ASIL-D level, improve the safety and reliability of the steering gear 100, reduce the failure probability, and on the basis of the existing infrastructure, modules and transmission chain of the steer-by-wire steering gear 100, by setting at least two electric power assemblies 23 to complete the power input, the independence between the two electric power assemblies 23 is improved, the failure probability is lower, it is easier to meet the functional safety level at the ASIL-D level, and at least two electric power assemblies 23 perform power input, the power input range is wider, the execution efficiency is higher, and the energy consumption is lower.

[0075] According to the steering gear 100 of the embodiment of the present application, by setting at least two electric power assemblies 23, a full redundancy architecture can be realized on the basis of the existing infrastructure, modules and transmission chain of the steer-by-wire steering gear 100, improve the safety and reliability of the steering gear 100, reduce the failure probability of the steering gear 100, and reduce the cost of the steering gear 100. It should be noted that, as Figure 9 and Figure 10 shown, the steering gear body 10 may have a connected second-level transmission system 11 and a third-level transmission system 12. The power output end of the third-level transmission system 12 (such as: connected to the output shaft by a spline) is used to output the steering power. It should be noted that the steering gear 100 of the embodiment of the present application is different from the electric recirculating ball steering gear and can also overcome the technical problem that it is difficult to arrange the electric power assembly due to the high difficulty of space arrangement of the electric recirculating ball steering gear.

[0076] Among them, the second-level transmission system 11 is configured as a second-level planetary gear train, and the third-level transmission system 12 is configured as a third-level planetary gear train to further reduce the axial dimension of the steering gear 100 and reduce the arrangement difficulty of the steering gear 100.

[0077] As Figure 2As shown, in some embodiments, the electric powertrain 23 includes a motor 231 and a controller 232. The motor 231 is drivingly connected to the steering gear body 10, and the controller 232 is disposed at an end of the motor 231 away from the power housing 21.

[0078] Specifically, the motor 231 can input steering power to the steering gear body 10, and the steering gear body 10 is configured to output steering power. The controller 232 is connected to the motor 231 and is adapted to control the output torque magnitude and power direction of the motor 231 through the controller 232 to achieve steering control of the steering gear 100.

[0079] That is to say, each electric powertrain 23 has an independently arranged controller 232, so that each electric powertrain 23 can independently drive the steering gear body 10 to achieve redundant backup, improving the working stability and reliability of the steering gear 100.

[0080] As Figure 2 shown, the power integration unit 20 further includes a first-stage transmission system 22. The electric powertrain 23 is connected to the first-stage transmission system 22, the first-stage transmission system 22 is connected to the second-stage transmission system 11, and the electric powertrain 23 is connected to the power housing 21 and is located in the radial direction of the power housing 21.

[0081] Specifically, there are at least two electric powertrains 23, and both of the two electric powertrains 23 are connected to the first-stage transmission system 22 to provide power to the first-stage transmission system 22. The first-stage transmission system 22, the second-stage transmission system 11, and the third-stage transmission system 12 are connected in sequence to complete power transmission and achieve steering. By providing at least two electric powertrains 23, when any one of the electric powertrains 23 fails, the execution of steering can still be ensured, and after any one of the electric powertrains 23 fails, an alarm can be given in time to park by the side in time and be repaired subsequently, improving stability and reliability.

[0082] It can be understood that the power housing 21 is used to install the first-stage transmission system 22 and the electric powertrain 23. The second-stage transmission system 11 and the third-stage transmission system 12 are disposed inside the steering gear body 10. The steering gear body 10 should have a main housing, and the main housing can include two sub-housings. One sub-housing is connected to the power housing 21, and an accommodation space for the first-stage transmission system 22 and the second-stage transmission system 11 is defined between the sub-housing and the power housing 21. An accommodation space for accommodating the third-stage transmission system 12 and the angle detection device 300 is defined between the two sub-housings. Of course, the main housing and the power housing 21 can also be integrated into a steering gear housing.

[0083] Among them, a sensor connector 13 is led out from the main body shell of the steering gear main body 10. The angle detection device 200 is arranged inside the main body shell and is matched with the three-stage transmission system 12 or the output shaft to realize angle detection.

[0084] As Figure 2 , Figure 4 and Figure 5 shown, according to some embodiments of the present application, the first-stage transmission system 22 includes: an input face gear 221 and an output face gear 222. The input face gear 221 is connected to the motor 231 of the electric power assembly 23 through a coupling 233, and the output face gear 222 is connected to the steering gear main body 10 (actually the second-stage transmission system 11).

[0085] That is to say, in the embodiments of the present application, a dual-redundancy architecture composed of at least two electric power assemblies 23 can be used as a power input module to input power, and the mechanical coupling of the two electric power assemblies 23 can be realized through the meshing power transmission between the input face gear 221 and the output face gear 222.

[0086] In this way, the axial structure of the steering gear 100 is more compact, which is convenient for the electric power assembly 23 to be arranged circumferentially on the power shell 21, and the arrangement of any input angle in the circumferential direction can be realized to meet the requirements of the overall external shape contour of the steering gear 100 for adapting to the vehicle layout space. Moreover, the face gear transmission has higher transmission efficiency and fewer component forces of the gear meshing force, so that the support structure can be simpler and the cost of the steering gear 100 can also be reduced.

[0087] Furthermore, since the first-stage transmission system 22 can be reduced to two gear meshes, and the overlap of the two input gears is doubled and increased, the length of the first-stage transmission chain is shortened, the meshing stiffness is doubled, and the transmission stiffness is doubled. Therefore, the transmission dead zone of the first-stage transmission system 22 is halved, thereby improving the transmission stiffness of the entire transmission chain (the electric power assembly 23, the first-stage transmission system 22, the second-stage transmission system 11, and the third-stage transmission system 12), reducing the transmission dead zone, and improving the transmission accuracy of the steering gear 100. With the improvement of transmission accuracy and transmission stiffness, the fluctuation amount is smaller, the system fluctuation control is easier, the service life is higher, and the failure rate is lower.

[0088] Among them, the motor 231 is connected to the input face gear 221 through a coupling 233. The controller 232 is arranged at one end of the motor 231 away from the power shell 21. A second bearing 60 and a fixed circlip 70 are arranged between the input face gear 221 and the power shell 21.

[0089] Specifically, splines can be provided on the motor shaft of the motor 231 and connected to the inner ring of the coupling 233 through the splines. The input face gear 221 is connected to the outer ring of the coupling 233. A coupling 233 bushing is provided between the inner ring and the outer ring of the coupling 233 to form a complete coupling 233, realizing the mechanical connection between the motor 231 and the input face gear 221. The coupling 233 bushing can be selected as multiple damping sleeves (e.g., 8) with exactly the same structural dimensions, and are arranged at equal angular intervals in the axial direction of the inner ring of the coupling 233. While realizing the power transmission between the motor 231 and the input face gear 221, vibration reduction and shock resistance can be achieved, reducing the vibration when the electric powertrain performs power input. The input face gear 221 is fixed on the power housing 21 through a snap ring, and a second bearing 60 is provided between the input face gear 221 and the power housing 21 to achieve relative rotation and reduce wear. A connection flange can be provided on the motor 231 housing and connected to the interface flange on the power housing 21, and a gasket is provided between the two to achieve sealing.

[0090] Of course, the structure of the primary transmission system 22 in the embodiments of the present application is not limited to this. In some other embodiments, the primary transmission system 22 can include a turbine and a worm. The worm is connected to the electric powertrain 23, and the turbine is connected to the secondary transmission system 11. Any optional power transmission form that can realize the radial arrangement of the electric powertrain 23 and transmit the power to the second transmission system located axially is a feasible embodiment of the present application, which will not be elaborated here.

[0091] As Figure 4 and Figure 5 shown, the steering gear 100 further includes: a connection base 30. The connection base 30 is arranged at the axis center of the output face gear 222, and the connection base 30 is connected to the secondary transmission system 11 of the steering gear main body 10 through internal splines.

[0092] Specifically, the connection base 30 is used to be connected to the primary transmission system 22 and can transmit the power of the primary transmission system 22 to the secondary transmission system 11 to realize the power transmission between the primary transmission system 22 and the secondary transmission system 11.

[0093] Among them, either the output face gear 222 or the turbine can be connected to the connection base 30 through fasteners, and the connection base 30 can be used as a common part. Steering gear main bodies 10 with different specifications and dimensions can all realize the coupling connection with the power integration unit 20 of the embodiments of the present application through the connection base 30 with the same structure, realizing modular layout, which can reduce the development cost of the steering gear 100 and thus reduce the cost of the steering gear 100.

[0094] As Figure 2As shown, further, the power integration unit 20 further includes: an end cover 24, the end cover 24 is connected to the power housing 21, and the end cover 24 and the connection base 30 are connected by a first bearing 50.

[0095] That is to say, the power housing 21 is cylindrical, the end cover 24 is arranged at one end of the power housing 21, an installation space is formed inside the power housing 21, the primary transmission system 22 is arranged inside the power housing 21, and based on the present application, the electric power assembly 23 is arranged in the circumferential direction of the power housing 21, so that the end cover 24 can be constructed as a flat plate structure without arranging an outward convex structure in the axial direction. The end cover 24 and the power housing 21 can be connected by fasteners, and a sealing ring can be arranged between the two to realize the sealing of the power housing 21.

[0096] In this way, the end cover 24 can be constructed as a flat plate (i.e., a disc-shaped cover plate) to reduce the space occupied by the steering gear 100 in the X direction of the whole vehicle and further reduce the layout difficulty of the steering gear 100.

[0097] As Figure 2 、 Figure 3 and Figure 5 As shown, further, the steering gear 100 further includes: a nut bearing 40, the nut portion of the nut bearing 40 is connected to the power housing 21, the axial side of the output face gear 222 meshes with the input face gear 221, and the nut bearing 40 is in abutting fit with the other side of the output face gear 222 and the end cover 24.

[0098] Specifically, the input face gear 221 and the output face gear 222 mesh on the axial side of the output face gear 222 to achieve power transmission. When power is transmitted between the two, a force will be generated towards the other axial side of the output face gear 222. By arranging the nut bearing 40, the nut portion of the nut bearing 40 is connected to the power housing 21, the bearing portion of the nut bearing 40 can be clamped between the output face gear 222 and the end cover 24, and the bearing portion is pushed against by the end cover 24, and the bearing portion pushes against the output face gear 222 to push against the output face gear 222 in the direction towards the output shaft, offsetting the reaction force generated by the meshing of the output face gear 222 and the input face gear 221, ensuring the perpendicularity between the output face gear 222 and the steering gear 100 axially, avoiding polarization of the output face gear 222, making the meshing strength and meshing accuracy between the output face gear 222 and the input face gear 221 higher, the reliability of the internal spline connection between the connection base 30 and the secondary transmission system 11 higher, improving the transmission smoothness, reducing the wear of the primary transmission system 22, and extending the service life of the steering gear 100.

[0099] Further, the nut bearings 40 are arranged in groups, the number of nut bearings 40 in each nut bearing group is not less than two, and the nut bearing groups are arranged corresponding to the input face gears 221.

[0100] In this way, through the grouped arrangement of the nut bearings 40, the supporting effect of the nut bearings 40 on the input face gear 221 can be improved, the polarization of the output face gear 222 can be effectively reduced, and the transmission stability and reliability can be improved.

[0101] It can be understood that the axial dimension space in the area where the output face gear 222 is located is small, and it is necessary to avoid the connecting bolts between the end cover 24 and the power housing 21, making it difficult to arrange the nut bearings 40 axially opposite to the input face gear 221. Therefore, the nut bearings 40 are grouped and arranged, and the multiple nut bearings 40 in the nut bearing group are symmetrically arranged relative to the axis of the input face gear 221 to improve the supporting and counteracting effects on the meshing reaction force.

[0102] Such as Figure 2 and Figure 7 shown, further, the input face gear 221 and the output face gear 222 are configured as spur gear transmission or helical gear transmission.

[0103] Such as ... Figure 2 、 Figure 6 and Figure 7 shown, according to some embodiments of the present application, the electric power assembly 23 is located on one side of the first-stage transmission system 22 adjacent to the steering gear body 10, or the electric power assembly 23 is located on one side of the first-stage transmission system 22 away from the steering gear body 10.

[0104] That is to say, in some embodiments, the electric power assembly 23 is located on one side of the first-stage transmission system 22 adjacent to the second-stage transmission system 11 and at least partially overlaps with the second-stage transmission system 11 in the radial direction, which can further improve the space occupation. In other embodiments, the electric power assembly 23 is located on one side of the first-stage transmission system 22 away from the second-stage transmission system 11, and the layout difficulty is lower, which can reduce the probability of interference. Moreover, both of the above two technical solutions can achieve the technical effect of the dual redundant architecture, but in the embodiment arranged on the side adjacent to the second-stage transmission system 11, the axial dimension of the steering gear 100 is smaller.

[0105] Such as Figure 3 shown, in some embodiments, the included angle between the axes of two adjacent electric power assemblies 23 is 30° to 180°.

[0106] Specifically, Figure 3In the illustrated embodiment, the included angle formed by the two electric powertrains 23 is 90°. Different from the electric recirculating ball steering gear, the electric recirculating ball steering gear can only be arranged in two for avoiding the recirculating ball structure and requires a relatively large angle. Based on the structural difference, there is no specific angle requirement for the arrangement of the electric powertrain 23. When there are two electric powertrains 23, the included angle between the two electric powertrains 23 can be 30°, 60°, 90°, 120°, 150°, 180°, etc. Moreover, three or four electric powertrains 23 can be arranged, and the angle interval is not less than 30° to avoid interference. With reasonable arrangement positions and reasonable space occupation, the layout difficulty of the steering gear 100 can be reduced.

[0107] Further, the electric powertrain 23 is configured as a non-redundant EPP, a fully redundant EPP, or a dual redundant EPP.

[0108] Exemplarily, in the embodiment of the present application, two electric powertrains 23 are adopted. The two electric powertrains 23 can both be configured as non-redundant EPPs, or both be configured as fully redundant EPPs, or both be configured as dual redundant EPPs. Alternatively, one can be configured as one of non-redundant EPP, fully redundant EPP, and dual redundant EPP, and the other can be configured as another one of non-redundant EPP, fully redundant EPP, and dual redundant EPP.

[0109] In this way, the steering gear 100 can have multiple sets of controllers 232 and multiple sets of relatively independent dual-winding motors 231. The dual redundant architecture of the steering gear 100 in the embodiment of the present application has a higher safety redundancy factor, higher usage reliability, and lower failure probability.

[0110] As Figure 1 、 Figure 2 and Figure 3 shown, multiple electric powertrains 23 are arranged at intervals along the radial direction of the power housing 21.

[0111] That is to say, the electric powertrains 23 are arranged in the radial direction of the power housing 21. Two or more interface flanges with the same structure can be arranged in the radial direction of the power housing 21. Two or more electric powertrains 23 are all arranged on the interface flanges. The angle detection device 200 can be signal-connected to one of the electric powertrains 23 through the sensor connector 13, and multiple electric powertrains 23 can be signal-connected through signal wiring harnesses.

[0112] Thereby, within 360° of the circumferential direction around the steering gear spindle, the installation position can be arbitrarily specified according to the installation space of the steering gear 100. Arranging the electric powertrain 23 has no influence on the axial space size of the steering gear 100, can reduce the axial space occupation of the steering gear 100, and can also reduce the layout difficulty.

[0113] It should be noted that there is a certain included angle between the axial direction of the steering gear 100 and the X direction of the whole vehicle. The steering gear 100 is arranged between the engine compartment and the cockpit, and the layout space is limited. After reducing the axial space of the steering gear 100, the layout difficulty of the steering gear 100 on the vehicle can be reduced.

[0114] The vehicle according to the second aspect embodiment of the present application includes: the steering gear 100 in any one of the above embodiments.

[0115] The other components and operations of the steering gear 100 and the vehicle according to the embodiments of the present utility model are known to those of ordinary skill in the art and will not be elaborated here.

[0116] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. 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 can be combined in any one or more embodiments or examples in a suitable manner.

[0117] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present utility model. The scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A steering gear, characterized in that, Comprising: A steering gear body (10); A power integration unit (20), the power integration unit (20) comprising: a power housing (21) and at least two electric power assemblies (23), the electric power assemblies (23) being drivingly connected to the steering gear body (10); Wherein Each of the electric power assemblies (23) is configured to independently drive the steering gear body (10).

2. The steering gear according to claim 1, characterized in that, The electric power assembly (23) includes a motor (231) and a controller (232), the motor (231) being drivingly connected to the steering gear body (10), and the controller (232) being disposed at an end of the motor (231) away from the power housing (21).

3. The steering gear according to claim 1, characterized in that, The power integration unit (20) further includes: a primary transmission system (22), the primary transmission system (22) being connected to the electric power assembly (23), and the primary transmission system (22) being connected to the steering gear body (10).

4. The steering gear according to claim 3, characterized in that, The primary transmission system (22) includes: an input face gear (221) and an output face gear (222), the input face gear (221) being connected to the motor (231) of the electric power assembly (23) through a coupling (233), and the output face gear (222) being connected to the steering gear body (10); or the primary transmission system (22) includes a turbine and a worm, the worm being connected to the electric power assembly (23), and the turbine being connected to the steering gear body (10).

5. The steering gear according to claim 4, characterized in that, Further comprising: A connection base (30), the connection base (30) being disposed at the axis center of the output face gear (222), and the connection base (30) being connected to the steering gear body (10) through an internal spline.

6. The steering gear according to claim 5, characterized in that, The power integration unit (20) further includes: an end cover (24), the end cover (24) being connected to the power housing (21), and the end cover (24) being connected to the connection base (30) through a first bearing (50).

7. The steering gear according to claim 6, characterized in that Further comprising: a nut A bearing (40), the nut portion of the nut bearing (40) being connected to the power housing (21), the axial side of the output face gear (222) meshing with the input face gear (221), and the nut bearing (40) being in a pushing and mating relationship with the other side of the output face gear (222) and the end cover (24).

8. The steering gear according to claim 7, characterized in that, The nut bearings (40) are arranged in groups, the number of nut bearings (40) in each nut bearing group being not less than two, and the nut bearing group being arranged corresponding to the input face gear (221).

9. The steering gear according to claim 8, wherein, The plurality of nut bearings (40) in the nut bearing group are symmetrically arranged with respect to the axis of the input face gear (221).

10. The steering gear according to claim 4, characterized in that, A second bearing (60) and a fixing circlip (70) are disposed between the input face gear (221) and the power housing (21).

11. The steering gear according to claim 1, characterized in that, Further comprising: An angle detection device (200), the angle detection device (200) is integrated in the steering gear body (10), and a sensor connector (13) is led out, and the sensor connector (13) is signal-connected to one of the electric power assemblies (23), and the adjacent electric power assemblies (23) are signal-connected to each other.

12. The steering gear according to claim 4, characterized in that, The input face gear (221) and the output face gear (222) are configured for spur gear transmission or helical gear transmission.

13. The steering gear according to any one of claims 1-12, characterized in that, The electric power assembly (23) is located on one side of the first-stage transmission system (22) adjacent to the steering gear body (10), or the electric power assembly (23) is located on one side of the first-stage transmission system (22) away from the steering gear body (10).

14. The steering gear according to any one of claims 1 to 12, characterized in that, The included angle between the axes of two adjacent electric power assemblies (23) is 30° to 180°.

15. The steering gear according to claim 14, characterized in that, The electric power assembly (23) is configured as a non-redundant EPP, a fully redundant EPP or a dual redundant EPP.

16. The steering gear according to any one of claims 1-12, characterized in that, The steering gear body (10) has a connected second-stage transmission system (11) and a third-stage transmission system (12), the power output end of the third-stage transmission system (12) is used to output steering power, and the second-stage transmission system (11) is connected to the first-stage transmission system (22).

17. The steering gear according to claim 16, characterized in that, The second-stage transmission system (11) is configured as a second-stage planetary gear train, and the third-stage transmission system (12) is configured as a third-stage planetary gear train.

18. The steering gear according to any one of claims 1-12, characterized in that, A plurality of the electric power assemblies (23) are arranged at intervals along the radial direction of the power housing (21).

19. A vehicle, characterized in that, Comprising: The steering gear according to any one of claims 1-18.

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