Steering mechanism, angle module device and vehicle

Abstract

The utility model relates to a steering mechanism, an angle module device and a vehicle, and the steering mechanism comprises a first driving mechanism which is used for driving wheels to rotate; the second driving mechanism is in driving connection with the first driving mechanism, and the second driving mechanism is used for driving the first driving mechanism to move so as to drive the wheels to rotate; when any one of the first driving mechanism and the second driving mechanism works independently, the wheels rotate within a first angle range, when the first driving mechanism and the second driving mechanism work cooperatively, the wheels rotate within a second angle range, and the second angle range is larger than the first angle range. According to the technical scheme, the applicability and the application range of the steering mechanism are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of steering mechanism, and particularly relates to a steering mechanism, an angle module device and a vehicle. BACKGROUND

[0002] The angle module of a vehicle is a highly integrated modular design, which can independently control steering, etc. In order to meet the redundancy requirement, a double-motor-driven redundancy system is generally designed. However, the existing double-motor-driven redundancy system cannot meet the requirement of large-angle steering of the vehicle wheel, and the applicability of the vehicle is reduced. CONTENT OF THE UTILITY MODEL

[0003] The steering mechanism, the angle module device and the vehicle provided by the embodiments of the present application improve the applicability and application range of the steering mechanism, and at least partially solve the above technical problems.

[0004] In order to achieve the above-mentioned purpose, according to a first aspect of the present application, a steering mechanism is provided, comprising: a first driving mechanism, the first driving mechanism being used for driving a vehicle wheel to rotate; a second driving mechanism, the second driving mechanism being drivingly connected with the first driving mechanism, the second driving mechanism being used for driving the first driving mechanism to move so as to drive the vehicle wheel to rotate; wherein when any one of the first driving mechanism and the second driving mechanism works alone, the vehicle wheel rotates in a first angle range, and when the first driving mechanism and the second driving mechanism work cooperatively, the vehicle wheel rotates in a second angle range, the second angle range being greater than the first angle range.

[0005] Optionally, the first angle range comprises a first sub-angle range and a second sub-angle range, the first sub-angle range being when the first driving mechanism drives the vehicle wheel to rotate, the second sub-angle range being when the second driving mechanism drives the vehicle wheel to rotate, the first sub-angle range being greater than the second sub-angle range.

[0006] Optionally, the second driving mechanism is used for driving the first driving mechanism to move so as to drive the vehicle wheel to rotate.

[0007] Optionally, the first driving mechanism comprises: a connecting rod assembly, the connecting rod assembly having oppositely arranged first and second ends, the first end being drivingly connected with the vehicle wheel; and a first driving member, a driving end of the first driving member being drivingly connected with the second end, so that the first driving member drives the vehicle wheel to rotate through the connecting rod assembly.

[0008] Optionally, the steering mechanism further comprises a first speed reduction assembly, the first speed reduction assembly being arranged between the first driving member and the connecting rod assembly.

[0009] Optionally, the driving end of the first driving member is drivingly connected with one end of the first speed reduction assembly, the other end of the first speed reduction assembly being connected with the second end of the connecting rod assembly, and the first driving member drives the connecting rod assembly to rotate through the first speed reduction assembly.

[0010] Optionally, the connecting rod assembly comprises: a first connecting rod, one end of the first connecting rod is drivingly connected with one end of the first speed reduction assembly; a second connecting rod, one end of the second connecting rod is rotatably connected with the other end of the first connecting rod, and the other end of the second connecting rod is drivingly connected with the wheel, and the first driving member drives the first connecting rod to rotate through the first speed reduction assembly to drive the second connecting rod and the wheel to rotate.

[0011] Optionally, the connecting rod assembly further comprises a ball head structure, the ball head structure is arranged between the first connecting rod and the second connecting rod, and the first connecting rod and the second connecting rod are rotatably connected through the ball head structure.

[0012] Optionally, the first speed reduction assembly comprises: a first worm, a driving end of the first driving member is drivingly connected with one end of the first worm; a first worm wheel, the other end of the first worm is meshingly connected with the first worm wheel; a first transmission shaft, one end of the first transmission shaft is fixedly connected with the first worm wheel and synchronously rotates with the first worm wheel, and the other end of the first transmission shaft is fixedly connected with the gear to synchronously rotate the first worm wheel and the gear.

[0013] Optionally, the second driving mechanism comprises: a transmission assembly, the transmission assembly has a receiving end and a transmission end, the receiving end is movable relative to the transmission end in a horizontal direction, and the first driving member is connected with the receiving end; a second driving member, a driving end of the second driving member is drivingly connected with the transmission end to drive the first driving member and the connecting rod assembly to move through the transmission assembly to drive the wheel to rotate.

[0014] Optionally, the steering mechanism further comprises a second speed reduction assembly, and the transmission assembly and the second driving member are provided with the second speed reduction assembly therebetween.

[0015] Optionally, the driving end of the second driving member is drivingly connected with one end of the second speed reduction assembly, the other end of the second speed reduction assembly is connected with the transmission end, and the second driving member drives the receiving end of the transmission assembly to move through the second speed reduction assembly.

[0016] Optionally, the transmission assembly comprises: a gear, the driving end of the second driving member is drivingly connected with the gear to drive the gear to rotate; and a rack plate, the rack plate has a receiving end and a connecting end, the first driving member is fixedly connected with the receiving end, and the connecting end is meshingly connected with the gear to drive the rack plate to move by the second driving member.

[0017] Optionally, the rack plate has oppositely arranged first and second plate surfaces, the first driving member is fixedly connected with the first plate surface, and a plurality of sequentially arranged tooth structures are arranged on the second plate surface, and the tooth structures are meshingly connected with the gear.

[0018] Optionally, the opposite directions of the wheels on the two sides of the vehicle are the first direction, and the gear drives the rack plate to move in the first direction.

[0019] Optionally, the second speed reduction assembly comprises: a second worm, the driving end of the second driving member is drivingly connected to one end of the second worm; a second worm wheel, the other end of the second worm is meshingly connected to the second worm wheel; a second transmission shaft, one end of the second transmission shaft is fixedly connected to the second worm wheel and rotates synchronously with the second worm wheel, and the other end of the second transmission shaft is fixedly connected to the gear, so that the second worm wheel and the gear rotate synchronously.

[0020] Optionally, the steering mechanism further comprises a steering knuckle, the other end of the second connecting rod is drivingly connected to one end of the steering knuckle, and the other end of the steering knuckle is drivingly connected to the wheel, and the first driving member drives the wheel to rotate through the second connecting rod and the steering knuckle.

[0021] According to a second aspect of the present application, a corner module device is provided, comprising the above-mentioned steering mechanism.

[0022] Optionally, the corner module device further comprises a wheel, and the first driving mechanism is connected to the wheel to drive the wheel to rotate.

[0023] Optionally, the second driving mechanism is used to be connected to the sub-frame.

[0024] According to a third aspect of the present application, a vehicle is further provided, comprising the above-mentioned corner module device.

[0025] In the steering mechanism of the embodiments of the present application, the first driving mechanism is used to be connected to the wheel to drive the wheel to rotate, and the second driving mechanism is connected to the first driving mechanism and is used to drive the first driving mechanism to move to drive the wheel to rotate. Through the above technical solution, the rotation of the wheel is controlled by the first driving member and the second driving member. When one of the motors fails due to uncontrollable factors, the other motor can replace the motor to work, so that the normal steering of the wheel is realized, and the normal steering demand of the vehicle can still be supported. When the first driving member and the second driving member work simultaneously, the large-angle steering function of the wheel can be completed, so that the applicability and application range of the vehicle steering are improved.

[0026] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the following embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creating any labor.

[0028] In order to more completely understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, wherein the same reference numerals in the following description represent the same parts.

[0029] Figure 1 is a schematic diagram of the overall structure of an angle module device provided in an exemplary embodiment of the present disclosure;

[0030] Figure 2 is a schematic diagram of the front of an angle module device provided in an exemplary embodiment of the present disclosure;

[0031] Figure 3 is a schematic diagram of the top of an angle module device provided in an exemplary embodiment of the present disclosure;

[0032] Figure 4 is a schematic diagram of the structure of a steering mechanism provided in an exemplary embodiment of the present disclosure.

[0033] Explanation of Reference Signs:

[0034] First driving mechanism 1, second driving mechanism 2, connecting rod assembly 10, first connecting rod 11, second connecting rod 12, wheel 20, first driving member 30, transmission assembly 40, gear 41, rack plate 42, first plate surface 421, second plate surface 422, tooth structure 423, second driving member 50, speed reduction assembly 60, first speed reduction assembly 60A, second speed reduction assembly 60B, first worm 61, second worm 63, second transmission shaft 64, steering knuckle 70. DETAILED DESCRIPTION

[0035] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the present application.

[0036] As Figures 1 to 4 shown, in order to achieve the above-mentioned purpose, according to the first aspect of the present application, a steering mechanism is provided, comprising: a first driving mechanism 1, the first driving mechanism 1 is used to drive the wheel 20 to rotate; a second driving mechanism 2, which is drivingly connected with the first driving mechanism 1, the second driving mechanism 2 is used to drive the first driving mechanism 1 to move, so as to drive the wheel 20 to rotate; wherein when any one of the first driving mechanism 1 and the second driving mechanism 2 works alone, the wheel 20 rotates within a first angle range, and when the first driving mechanism 1 and the second driving mechanism 2 work cooperatively, the wheel 20 rotates within a second angle range, the second angle range being greater than the first angle range.

[0037] In the present application, the second driving mechanism 2 is drivingly connected with the first driving mechanism 1, which can be direct connection or indirect connection. When the second driving mechanism 2 is indirectly connected with the first driving mechanism 1, the second driving mechanism 2 further comprises a transmission assembly 40 having a receiving end and a transmission end, the receiving end being movable relative to the transmission end in a horizontal direction, and the first driving member 30 being connected with the receiving end; and a second driving member 50, the driving end of the second driving member 50 being drivingly connected with the transmission end to drive the first driving member 30 and the linkage assembly 10 to move through the transmission assembly 40, so as to drive the wheel 20 to rotate. In this way, small-angle rotation of the wheel 20 can be realized, thereby meeting the steering requirement of the vehicle.

[0038] Through the above technical solution, the rotation of the wheel 20 is controlled by the first driving member 30 and the second driving member 50. When one of the motors fails due to uncontrollable factors, the other motor can replace the motor to work, so as to realize normal steering of the wheel 20 and still support the normal steering requirement of the vehicle. When the first driving member 30 and the second driving member 50 work simultaneously, the large-angle steering function of the wheel 20 can be completed, thereby improving the applicability and application range of vehicle steering.

[0039] Optionally, the first angle range comprises a first sub-angle range and a second sub-angle range, the first sub-angle range being when the first driving mechanism 1 drives the wheel 20 to rotate, and the second sub-angle range being when the second driving mechanism 2 drives the wheel 20 to rotate, the first sub-angle range being greater than the second sub-angle range. By setting the first sub-angle range to be greater than the second sub-angle range, the first driving mechanism 1 can drive the wheel 20 to achieve a function effect that cannot be achieved when the second driving mechanism 2 drives the wheel 20 alone when the single driving mechanism works alone. For example, in some embodiments, the maximum value of the first sub-angle range can reach 60.8°, at which time the vehicle can realize the function of U-turn, but the second driving mechanism 2 cannot reach 60.8° due to space arrangement and other limitations, and cannot realize the function of U-turn. It should be noted that "60.8°" here is not the only value to realize the U-turn of the vehicle, and different wheelbase and track designs correspond to different angles.

[0040] Optionally, the first driving mechanism 1 comprises: a linkage assembly 10, the linkage assembly 10 having oppositely arranged first and second ends, the first end being drivingly connected with the wheel 20; and a first driving member 30, the driving end of the first driving member 30 being drivingly connected with the second end, so that the first driving member 30 drives the wheel 20 to rotate through the linkage assembly. In this way, small-angle rotation of the wheel 20 can be realized, thereby meeting the steering requirement of the vehicle.

[0041] In the present application, the first end is drivingly connected with the wheel 20, which can be direct connection or indirect connection. When the first end is indirectly connected with the wheel 20, the steering mechanism further comprises a steering knuckle 70, the other end of the second connecting rod 12 is drivingly connected with one end of the steering knuckle 70, the other end of the steering knuckle 70 is drivingly connected with the wheel 20, and the first driving member 30 drives the wheel 20 to rotate through the second connecting rod 12 and the steering knuckle 70. The steering knuckle 70 can transmit and bear the load of the front part of the automobile, which is its most basic function. During the driving of the automobile, the steering knuckle 70 needs to bear the variable impact load from the road, so it is required to have very high strength, and at the same time, the steering knuckle 70 supports and drives the front wheel to rotate around the kingpin, which is the key to realize the steering of the automobile. When the driver turns the steering wheel, the steering knuckle 70 will rotate accordingly, thereby driving the front wheel to change the driving direction.

[0042] Optionally, the steering mechanism further comprises a first speed reduction assembly 60A, and the first driving member 30 is provided with the first speed reduction assembly 60A between the first end and the second end. The speed reduction assembly 60 reduces the rotating speed of the motor through its internal mechanism such as a worm gear or a planetary gear 41, so as to be able to output greater torque. Such conversion is crucial for the steering system, because the resistance torque to be overcome during steering is large, and the speed reduction assembly 60 can provide the necessary torque to realize steering, while the speed reduction assembly 60 reduces the inertia of the load while reducing the rotating speed. The reduction of inertia helps to improve the dynamic performance of the system, so that the steering is more rapid and sensitive.

[0043] Optionally, the driving end of the first driving member 30 is drivingly connected with one end of the first speed reduction assembly 60A, the other end of the first speed reduction assembly 60A is connected with the second end of the connecting rod assembly 10, and the first driving member 30 drives the connecting rod assembly 10 to rotate through the first speed reduction assembly 60A. In this way, the driving efficiency of the first driving member 30 can be improved as much as possible, thereby improving the steering efficiency of the device.

[0044] In the present application, the driving end of the first driving member 30 is drivingly connected with one end of the first speed reduction assembly 60A, which can be direct connection or indirect connection. When the driving end of the first driving member 30 is indirectly connected with one end of the first speed reduction assembly 60A, a plurality of speed reduction assemblies can be further arranged between the driving end of the first driving member 30 and one end of the first speed reduction assembly 60A. In the present application, the driving end of the first driving member 30 is directly connected with one end of the first speed reduction assembly 60A.

[0045] Optionally, the linkage assembly 10 comprises: a first linkage 11, one end of the first linkage 11 is drivingly connected with one end of the first speed reduction assembly 60A; a second linkage 12, one end of the second linkage 12 is rotatably connected with the other end of the first linkage 11, the other end of the second linkage 12 is drivingly connected with the wheel 20, the first driving member 30 drives the first linkage 11 to rotate through the first speed reduction assembly 60A to drive the second linkage 12 and the wheel 20 to rotate. In this way, the first driving member 30 not only drives the wheel 20 to rotate, but also the structure is simple and easy to process, which is conducive to the batch production of the assembly.

[0046] In the present application, one end of the first linkage 11 is drivingly connected with one end of the first speed reduction assembly 60A, which can be direct connection or indirect connection. When one end of the first linkage 11 is drivingly connected with one end of the first speed reduction assembly 60A, a plurality of speed reduction assemblies can be arranged between one end of the first linkage 11 and one end of the first speed reduction assembly 60A. In the present application, one end of the first linkage 11 is directly connected with one end of the first speed reduction assembly 60A.

[0047] In the present application, one end of the second linkage 12 is rotatably connected with the other end of the first linkage 11, which can be direct connection or indirect connection. When one end of the second linkage 12 is indirectly connected with the other end of the first linkage 11, the linkage assembly 10 further comprises a ball head structure 13 arranged between the first linkage 11 and the second linkage 12, and the first linkage 11 and the second linkage 12 are rotatably connected through the ball head structure 13. The ball head structure 13 is a very important component in the automobile suspension system, which provides the connection between the steering and suspension systems. By arranging the above structure, the steering of the vehicle is more flexible, and it can also withstand various forces and vibrations of the suspension system.

[0048] In the present application, the other end of the second linkage 12 is drivingly connected with the wheel 20, which can be direct connection or indirect connection. When the other end of the second linkage 12 is indirectly connected with the wheel 20, the steering mechanism further comprises a steering knuckle 70, the other end of the second linkage 12 is drivingly connected with one end of the steering knuckle 70, the other end of the steering knuckle 70 is drivingly connected with the wheel 20, and the first driving member 30 drives the wheel 20 to rotate through the second linkage 12 and the steering knuckle 70. The steering knuckle 70 can transmit and withstand the load of the front of the automobile, which is its most basic function. During the driving of the automobile, the steering knuckle 70 needs to withstand the variable impact load from the road, so it requires high strength, and at the same time, the steering knuckle 70 supports and drives the front wheel to rotate around the kingpin, which is the key to realize the steering of the automobile. When the driver turns the steering wheel, the steering knuckle 70 will rotate accordingly, thereby driving the front wheel to change the driving direction.

[0049] Optionally, the connecting rod assembly 10 further comprises a ball head structure 13, which is arranged between the first connecting rod 11 and the second connecting rod 12 and rotatably connects the first connecting rod 11 and the second connecting rod 12. The ball head structure 13 is a very important component in the automobile suspension system, which provides the connection between the steering and suspension systems. Through the above structure, the steering of the vehicle is more flexible, and various forces and vibrations of the suspension system can also be borne.

[0050] Optionally, the first speed reduction assembly 60A comprises a first worm 61, a driving end of the first driving member 30 is drivingly connected to one end of the first worm 61; a first worm gear, the other end of the first worm 61 is meshingly connected to the first worm gear; a first transmission shaft, one end of the first transmission shaft is fixedly connected to the first worm gear and synchronously rotates with the first worm gear, and the other end of the first transmission shaft is fixedly connected to the gear 41, so that the first worm gear and the gear 41 synchronously rotate. The above structure is simple and easy to process, which not only meets the requirement of speed reduction and torque increase, but also improves the processing efficiency of the assembly, which is beneficial to realize the batch production of the assembly.

[0051] Optionally, the driving end of the first driving member 30 is drivingly connected to one end of the first worm 61, which can be directly connected or indirectly connected. When the driving end of the first driving member 30 is indirectly connected to one end of the first worm 61, other components can be arranged between the driving end of the first driving member 30 and one end of the first worm 61. In this application, the driving end of the first driving member 30 is directly connected to one end of the first worm 61.

[0052] Optionally, the second driving mechanism 2 comprises a transmission assembly 40 having a receiving end and a transmission end, the receiving end being capable of moving along the horizontal direction relative to the transmission end, and the first driving member 30 being connected to the receiving end; and a second driving member 50, a driving end of the second driving member 50 being drivingly connected to the transmission end to drive the first driving member 30 and the connecting rod assembly 10 to move through the transmission assembly 40, so as to drive the wheel 20 to rotate. In this way, the small-angle rotation of the wheel 20 can be realized, so as to meet the steering requirement of the vehicle.

[0053] Optionally, the first driving member 30 is connected to the receiving end, which can be directly connected or indirectly connected. When the first driving member 30 is indirectly connected to the receiving end, other components can be arranged between the first driving member 30 and the receiving end. In this application, the first driving member 30 is directly connected to the receiving end.

[0054] Optionally, the driving end of the second driving member 50 is in driving connection with the transmission end, which can be direct connection or indirect connection. When the driving end of the second driving member 50 is in indirect connection with the transmission end, the steering mechanism further comprises a second speed reduction assembly 60B, and the second speed reduction assembly 60B is arranged between the transmission assembly 40 and the second driving member 50. The speed reduction assembly 60 reduces the rotating speed of the motor through its internal mechanism such as a worm gear or a planetary gear 41, so as to output greater torque. Such conversion is crucial for the steering system, because the resistance torque to be overcome during steering is large, and the speed reduction assembly 60 can provide the necessary torque to realize steering, while the speed reduction assembly 60 reduces the inertia of the load while reducing the rotating speed. The reduction of inertia helps to improve the dynamic performance of the system, so that the steering is more rapid and sensitive.

[0055] Optionally, the steering mechanism further comprises a second speed reduction assembly 60B, and the second speed reduction assembly 60B is arranged between the transmission assembly 40 and the second driving member 50. The speed reduction assembly 60 reduces the rotating speed of the motor through its internal mechanism such as a worm gear or a planetary gear 41, so as to output greater torque. Such conversion is crucial for the steering system, because the resistance torque to be overcome during steering is large, and the speed reduction assembly 60 can provide the necessary torque to realize steering, while the speed reduction assembly 60 reduces the inertia of the load while reducing the rotating speed. The reduction of inertia helps to improve the dynamic performance of the system, so that the steering is more rapid and sensitive.

[0056] Optionally, the driving end of the second driving member 50 is in driving connection with one end of the second speed reduction assembly 60B, the other end of the second speed reduction assembly 60B is in connection with the transmission end, and the second driving member 50 drives the receiving end of the transmission assembly 40 through the second speed reduction assembly 60B. In this way, the driving efficiency of the second driving member 50 can be improved as much as possible, thereby improving the steering efficiency of the device.

[0057] Optionally, the driving end of the second driving member 50 is in driving connection with one end of the second speed reduction assembly 60B, which can be direct connection or indirect connection. When the driving end of the second driving member 50 is in indirect connection with one end of the second speed reduction assembly 60B, a multi-stage speed reduction assembly can be further arranged between the driving end of the second driving member 50 and one end of the second speed reduction assembly 60B. In the present application, the driving end of the second driving member 50 is in direct connection with one end of the second speed reduction assembly 60B.

[0058] Optionally, the other end of the second speed reduction assembly 60B is in connection with the transmission end, which can be direct connection or indirect connection. When the other end of the second speed reduction assembly 60B is in indirect connection with the transmission end, a multi-stage speed reduction assembly can be further arranged between the driving end of the second driving member 50 and one end of the second speed reduction assembly 60B. In the present application, the driving end of the second driving member 50 is in direct connection with one end of the second speed reduction assembly 60B.

[0059] Optionally, the transmission assembly 40 comprises: a gear 41, the driving end of the second driving member 50 is drivingly connected with the gear 41 to drive the gear 41 to rotate; and a rack plate 42 having a receiving end and a connecting end, the first driving member 30 is fixedly connected with the receiving end, and the connecting end is meshingly connected with the gear 41 to drive the rack plate 42 to move. Since the gear 41 and the rack transmission can ensure a constant transmission ratio, the power transmission is stable and reliable, and is particularly suitable for occasions with precise control requirements on output speed and torque. At the same time, the transmission efficiency of the gear 41 and the rack is generally above 90%, which is much higher than that of belt transmission and chain transmission, thereby effectively saving energy and improving the overall energy efficiency of the equipment. Moreover, the transmission precision of the gear 41 and the rack can generally reach 0.1 mm, and in combination with high-precision gears 41, racks and high-quality assembly, the positioning precision can reach 0.03-0.05 mm, which can meet the requirements of high-precision transmission.

[0060] Optionally, the driving end of the second driving member 50 is drivingly connected with the gear 41, which can be direct connection or indirect connection. When the driving end of the second driving member 50 is indirectly connected with the gear 41, the second speed reduction assembly 60B comprises: a second worm 63, the driving end of the second driving member 50 is drivingly connected with one end of the second worm 63; a second worm wheel, the other end of the second worm 63 is meshingly connected with the second worm wheel; a second transmission shaft 64, one end of the second transmission shaft 64 is fixedly connected with the second worm wheel and synchronously rotates with the second worm wheel, and the other end of the second transmission shaft 64 is fixedly connected with the gear 41 to synchronously rotate the second worm wheel and the gear 41. The above structure is simple and easy to process, which not only meets the requirements of speed reduction and torque increase, but also improves the processing efficiency of the assembly, which is beneficial to realize the batch production of the assembly.

[0061] Optionally, the first driving member 30 is fixedly connected with the receiving end, which can be direct connection or indirect connection. When the first driving member 30 is indirectly connected with the receiving end, a multi-stage speed reduction assembly can be further arranged between the first driving member 30 and the receiving end. In the present application, the first driving member 30 is directly connected with the receiving end.

[0062] Further, the gear 41 and the rack are meshed through an involute gear 41, the contact stress is small, and the friction factor of the tooth surface is low, which makes the device run smoothly, the vibration and noise are small, and the operation quality of the equipment is improved, and at the same time, a larger transmission ratio can be realized in a smaller space, so that the whole transmission system is smaller in size.

[0063] Optionally, the rack plate 42 has oppositely arranged first and second plate surfaces 421 and 422, the first driving member 30 is fixedly connected with the first plate surface 421, and the second plate surface 422 is provided with a plurality of sequentially arranged tooth structures 423, which are in meshing connection with the gear 41. The above structure is simple and easy to process, which can not only improve the processing efficiency of the assembly, but also reduce the processing cost of the assembly.

[0064] Optionally, the opposite directions of the wheels 20 on both sides of the vehicle are the first direction, and the gear 41 drives the rack plate 42 to move in the first direction. By arranging the above structure, the transmission efficiency of the second driving member 50 can be improved as much as possible to reduce energy loss, which is beneficial to improve the steering efficiency of the vehicle.

[0065] Optionally, the second speed reduction assembly 60B comprises a second worm 63, the driving end of the second driving member 50 is in driving connection with one end of the second worm 63; a second worm wheel, the other end of the second worm 63 is in meshing connection with the second worm wheel, a second transmission shaft 64, one end of the second transmission shaft 64 is fixedly connected with the second worm wheel and rotates synchronously with the second worm wheel, and the other end of the second transmission shaft 64 is fixedly connected with the gear 41 to make the second worm wheel and the gear 41 rotate synchronously. The above structure is simple and easy to process, which can not only meet the requirement of speed reduction and torque increase, but also improve the processing efficiency of the assembly, which is beneficial to realize the batch production of the assembly.

[0066] Optionally, the driving end of the second driving member 50 is in driving connection with one end of the second worm 63, which can be direct connection or indirect connection. When the driving end of the second driving member 50 is indirectly connected with one end of the second worm 63, a multi-stage speed reduction assembly can be arranged between the driving end of the second driving member 50 and one end of the second worm 63. In this application, the driving end of the second driving member 50 is directly connected with one end of the second worm 63.

[0067] Optionally, the steering mechanism further comprises a steering knuckle 70, the other end of the second connecting rod 12 is in driving connection with one end of the steering knuckle 70, and the other end of the steering knuckle 70 is in driving connection with the wheel 20. The first driving member 30 drives the wheel 20 to rotate through the second connecting rod 12 and the steering knuckle 70. The steering knuckle 70 can transmit and bear the load of the front part of the vehicle, which is its most basic function. During the driving process of the vehicle, the steering knuckle 70 needs to bear the variable impact load from the road, so it requires high strength, and the steering knuckle 70 supports and drives the front wheel to rotate around the kingpin, which is the key to realize the steering of the vehicle. When the driver turns the steering wheel, the steering knuckle 70 will rotate to change the driving direction of the front wheel.

[0068] Optionally, the other end of the second connecting rod 12 is driven to connect with one end of the steering knuckle 70, which may be a direct connection or an indirect connection. When the other end of the second connecting rod 12 is indirectly connected to one end of the steering knuckle 70, other components may be provided between the other end of the second connecting rod 12 and one end of the steering knuckle 70. In this application, the other end of the second connecting rod 12 is directly connected to one end of the steering knuckle 70.

[0069] Optionally, the other end of the steering knuckle 70 is connected to the wheel 20 for driving, which can be a direct connection or an indirect connection. When the other end of the steering knuckle 70 is indirectly connected to the wheel 20, other components can be provided between the other end of the steering knuckle 70 and the wheel 20. In this application, the other end of the steering knuckle 70 is directly connected to the wheel 20.

[0070] by Figure 4 Taking the top view structural schematic diagram in as an example, the wheel 20 rotates clockwise as the positive direction and counterclockwise as the negative direction. When the steering angle of the wheel 20 is less than 45° and the wheel 20 needs to rotate clockwise, the second drive member 50 does not work, the first drive member 30 works, and the forward rotation of the motor drives the first worm 61 to rotate. The first worm 61 and the first worm gear form a reduction mechanism. The first transmission shaft in the reduction mechanism is fixed to the first connecting rod 11 after deceleration. The rotation of the first transmission shaft drives the first connecting rod 11 to rotate clockwise along the center line of the first transmission shaft, thereby driving the second connecting rod 12 to move, and the second connecting rod 12 pushes the wheel 20 to rotate clockwise; when the steering angle of the wheel 20 is less than 45° and the wheel 20 needs to rotate counterclockwise, the second drive member 50 does not work, the first drive member 30 reverses, and the rotation of the first transmission shaft drives the first connecting rod 11 to rotate counterclockwise along the center line of the first transmission shaft, thereby driving the second connecting rod 12 to move, and the second connecting rod 12 pulls the wheel 20 to rotate counterclockwise.

[0071] When the steering angle of the wheel 20 is greater than 45°, and the wheel 20 needs to rotate clockwise, the first driving member 30 works, the motor rotates the first worm 61, the first worm 61 and the first worm gear form a speed reduction mechanism, the first transmission shaft in the speed reduction mechanism is fixed with the first connecting rod 11 after speed reduction, the first transmission shaft rotates to drive the first connecting rod 11 to rotate clockwise along the center line of the first transmission shaft, the second connecting rod 12 pushes the wheel 20 to rotate clockwise to 45°, then the second driving member 50 works, the motor rotates the second worm 63, so that the second transmission shaft 64 and the gear 41 rotate, the rotation is changed into translational motion through the gear 41 and the rack plate 42, the rack moves along the direction close to the wheel 20, further rotates the wheel 20 to the maximum angle, and the process of the gear 41 and the rack plate 42 driving the first connecting rod 11 to move close to the wheel 20 also prevents the second connecting rod 12 from interfering with the steering knuckle 70; when the steering angle of the wheel 20 is greater than 45°, and the wheel 20 needs to rotate counterclockwise, the first driving member 30 works, the motor reverses, the first transmission shaft rotates to drive the first connecting rod 11 to rotate counterclockwise along the center line of the first transmission shaft, so as to drive the second connecting rod 12 to move, the second connecting rod 12 pulls the wheel 20 to rotate counterclockwise to 45°, then the second driving member 50 works, the motor reverses to rotate the second worm 63, so that the second transmission shaft 64 and the gear 41 rotate, the rotation is changed into translational motion through the gear 41 and the rack plate 42, the rack moves along the direction away from the wheel 20, further rotates the wheel 20 to the maximum angle, and the process of the gear 41 and the rack plate 42 driving the first connecting rod 11 to move to the wheel 20 also prevents the second connecting rod 12 from interfering with the related structure of the in-wheel motor or the tire bead.

[0072] When the first driving member 30 controlling the rotation of the first connecting rod 11 fails, the second driving member 50 controlling the translation of the first connecting rod 11 can completely undertake the normal steering motion of the vehicle, and the steering function of ±45° can be realized through the translation of the rack; when the second driving member 50 controlling the translation of the first connecting rod 11 fails, the first driving member 30 controlling the rotation of the first connecting rod 11 can also work normally, so that the wheel 20 completes the steering function of ±45°.

[0073] According to a second aspect of the present application, an angle module device is provided, which comprises the above-mentioned steering mechanism.

[0074] Optionally, the angle module device further comprises a wheel 20, and the first driving mechanism 1 is connected with the wheel 20 to drive the wheel 20 to rotate. In this way, the driving efficiency of the first driving mechanism 1 can be improved to meet the steering demand of the vehicle.

[0075] Optionally, the second driving mechanism 2 is used in connection with the subframe, by setting the above structure, the second driving mechanism 2 can be fixed to prevent the risk of displacement of the second driving mechanism 2 during the steering of the vehicle, thus ensuring the stability of the vehicle during steering.

[0076] According to the third aspect of the present application, a vehicle is also provided, comprising the above-mentioned angle module device. In the steering mechanism of the embodiment of the present application, the steering mechanism comprises: a connecting rod assembly 10, the connecting rod assembly 10 has a first end and a second end arranged oppositely, the first end is drivingly connected with a wheel 20 to drive the wheel 20 to rotate; a first driving member 30, a driving end of the first driving member 30 is drivingly connected with the second end to drive the second end to rotate and drive the wheel 20 to rotate through the first end; a transmission assembly 40, the transmission assembly 40 has an accommodating end and a transmission end, the accommodating end is movable along a horizontal direction relative to the transmission end, and the first driving member 30 is fixedly connected with the accommodating end; and a second driving member 50, a driving end of the second driving member 50 is drivingly connected with the transmission end to drive the first driving member 30 and the accommodating end to move synchronously along the horizontal direction through the transmission assembly 40 and drive the wheel 20 to rotate. Through the above technical solution, the rotation of the wheel 20 is controlled by the first driving member 30 and the second driving member 50, when one of the motors fails due to uncontrollable factors, the other motor can replace the motor to work, realizing the steering of-45°~45°, and still supporting the normal steering demand of the vehicle, when the first driving member 30 and the second driving member 50 work simultaneously, the large-angle steering function of the wheel 20 can be completed, and the steering angle can be up to-45°~+90°, thereby improving the applicability and application range of the vehicle steering. It should be noted that the terms used herein are only for describing specific embodiments, and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form unless the context clearly indicates otherwise, and furthermore, it should be understood that when the terms "comprise" and / or "include" are used in the specification, there is a feature, step, operation, device, component and / or combination thereof.

[0077] The foregoing description, for purposes of clarity, describes the present application in terms of its components, processes and operations. Such descriptions and representations are the means used by those skilled in the art of describing the structural and functional necessities of and changes to the present application, but are not meant to limit the present application to a particular embodiment. Also, the various embodiments of the present application presented are not necessarily the only ones in which the present application can be practiced. The embodiments presented are intended to convey the scope of the present application, its energy saving and cost saving advantages, and its intended advantages to those skilled in the art. Numerous adaptations and modifications can be practiced without departing from the scope of the present application. Accordingly, the scope of the present application is to be indicated by the appended claims, rather than by the foregoing description, and all changes that come within the meaning and range of equivalents are intended to be embraced therein.

[0078] In the description of the present application, it is to be understood that the specific location or position relationships indicated by directional terms, such as "front", "back", "up", "down", "left", "right", "horizontal", "vertical", "top", "bottom", and the like, are based on the orientation or position relationships shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the scope of protection of the present application. The orientation terms "inner" and "outer" refer to the inner and outer of the profile of the components themselves.

[0079] For the convenience of description, spatial relative terms such as "over", "above", "upper surface", "upper", and the like can be used herein to describe the spatial position relationship of one device or feature with respect to other devices or features as shown in the drawings. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the devices described in the drawings. For example, if the devices in the drawings are inverted, the device described as "above" or "over" other devices or structures will be positioned "below" or "under" the other devices or structures. Thus, the exemplary term "above" can include both "above" and "below" orientations. The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein are interpreted accordingly.

[0080] In addition, it should be noted that the use of the terms "first", "second", and the like, to describe various components, does not limit the corresponding components, and the above terms have no special meaning unless otherwise stated, and therefore cannot be understood as limiting the scope of protection of the present application.

[0081] The above descriptions are only the preferred embodiments of the present application, and are not intended to limit the present application. The present application can have various modifications and changes for those skilled in the art. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A steering mechanism, characterized in that: include: a first driving mechanism, the first driving mechanism being used to drive the wheels to rotate; a second driving mechanism, drivingly connected to the first driving mechanism, and configured to drive the first driving mechanism to move, thereby driving the wheel to rotate; When either the first drive mechanism or the second drive mechanism works alone, the wheel rotates within a first angle range; when the first drive mechanism and the second drive mechanism work together, the wheel rotates within a second angle range, and the second angle range is larger than the first angle range.

2. The steering mechanism according to claim 1, characterized in that: The first angle range includes a first sub-angle range and a second sub-angle range. When the first driving mechanism drives the wheel to rotate, it is the first sub-angle range, and when the second driving mechanism drives the wheel to rotate, it is the second sub-angle range. The first sub-angle range is larger than the second sub-angle range.

3. The steering mechanism according to claim 1, characterized in that: The second driving mechanism is used to drive the first driving mechanism to move, so as to drive the wheel to rotate.

4. The steering mechanism according to claim 1, characterized in that: The first driving mechanism comprises: a connecting rod assembly having a first end and a second end disposed opposite each other, the first end being drivingly connected to the wheel; A first driving member, wherein the driving end of the first driving member is drivingly connected to the second end, so that the first driving member drives the wheel to rotate through the connecting rod assembly.

5. The steering mechanism according to claim 4, characterized in that: The steering mechanism further includes a first deceleration assembly, which is disposed between the first driving member and the connecting rod assembly.

6. The steering mechanism according to claim 5, characterized in that: The driving end of the first driving member is drivingly connected to one end of the first reduction assembly, and the other end of the first reduction assembly is connected to the second end of the connecting rod assembly. The first driving member drives the connecting rod assembly to rotate through the first reduction assembly.

7. The steering mechanism according to claim 6, characterized in that: The connecting rod assembly comprises: a first connecting rod, one end of which is drivingly connected to one end of the first reduction assembly; A second connecting rod, one end of the second connecting rod is rotatably connected to the other end of the first connecting rod, the other end of the second connecting rod is drivingly connected to the wheel, and the first driving member drives the first connecting rod to rotate through the first reduction assembly to drive the second connecting rod and the wheel to rotate.

8. The steering mechanism according to claim 7, characterized in that: The connecting rod assembly further includes a ball head structure, which is disposed between the first connecting rod and the second connecting rod. The first connecting rod and the second connecting rod are rotatably connected via the ball head structure.

9. The steering mechanism according to claim 7, characterized in that: The first deceleration assembly includes: a first worm, wherein a driving end of the first driving member is drivingly connected to one end of the first worm; a first worm wheel, wherein the first worm is meshedly connected to the first worm wheel, and the other end of the first worm extends in a radial direction of the worm wheel; A first transmission shaft, one end of the first transmission shaft is fixedly connected to the first worm gear and rotates synchronously with the first worm gear, and the other end of the first transmission shaft is fixedly connected to the first connecting rod, so that the first worm gear and the first connecting rod rotate synchronously.

10. The steering mechanism according to claim 4, characterized in that: The second driving mechanism comprises: A transmission assembly having a receiving end and a transmission end, wherein the receiving end is movable horizontally relative to the transmission end, and the first driving member is connected to the receiving end; A second driving member, wherein the driving end of the second driving member is drivingly connected to the transmission end to drive the first driving member and the connecting rod assembly to move through the transmission assembly to drive the wheel to rotate.

11. The steering mechanism according to claim 10, characterized in that: The steering mechanism further includes a second reduction assembly, which is disposed between the transmission assembly and the second driving member.

12. The steering mechanism according to claim 11, characterized in that: The driving end of the second driving member is drivingly connected to one end of the second reduction assembly, and the other end of the second reduction assembly is connected to the transmission end. The second driving member drives the receiving end of the transmission assembly to move through the second reduction assembly.

13. The steering mechanism according to claim 12, characterized in that: The transmission assembly comprises: a gear, wherein a driving end of the second driving member is drivingly connected to the gear to rotate the gear; The rack plate has the receiving end and the connecting end. The first driving member is fixedly connected to the receiving end, and the connecting end is meshed with the gear so that the second driving member drives the rack plate to move.

14. The steering mechanism according to claim 13, characterized in that: The rack plate has a first plate surface and a second plate surface that are arranged opposite to each other. The first driving member is fixedly connected to the first plate surface. A plurality of tooth structures are arranged on the second plate surface, and the tooth structures are meshed with the gear.

15. The steering mechanism according to claim 14, characterized in that: The gear drives the rack plate to move in the width direction of the vehicle.

16. The steering mechanism according to claim 13, characterized in that: The second reduction assembly comprises: a second worm, wherein a driving end of the second driving member is drivingly connected to one end of the second worm; a second worm gear, the other end of the second worm being meshedly connected with the second worm gear, A second transmission shaft, one end of the second transmission shaft is fixedly connected to the second worm gear and rotates synchronously with the second worm gear, and the other end of the second transmission shaft is fixedly connected to the gear so that the second worm gear and the gear rotate synchronously.

17. The steering mechanism according to claim 7, characterized in that: The steering mechanism also includes a steering knuckle, the other end of the second connecting rod is drivingly connected to one end of the steering knuckle, the other end of the steering knuckle is drivingly connected to the wheel, and the first driving member drives the wheel to rotate through the second connecting rod and the steering knuckle.

18. A corner module device, characterized in that: Comprising the steering mechanism according to any one of claims 1-17.

19. The corner module device according to claim 18, characterized in that The corner module device further includes a wheel, and the first driving mechanism is connected to the wheel to drive the wheel to rotate.

20. The corner module device according to claim 19, characterized in that The second driving mechanism is used to be connected to the sub-frame.

21. A vehicle, characterized in that: Comprising a corner module arrangement as claimed in any one of claims 18-20.

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