Steering drive structure, suspension assembly, and vehicle
By using a special arrangement of two-stage reduction gears, the reduction ratio and torque of the steering drive structure are increased, solving the problem of insufficient steering drive torque and achieving greater steering torque and more flexible vehicle movement.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BYD CO LTD
- Filing Date
- 2025-08-11
- Publication Date
- 2026-08-04
AI Technical Summary
In the vehicle steering drive structure, insufficient steering drive torque makes it difficult to drive the wheels to steer smoothly, especially when the vehicle is stationary.
The design employs a two-stage reduction gear, with the second reduction gear located on the side of the first reduction gear away from the mounting part and the preset axis. Power is transmitted in a direction away from the drive end, freeing up more space to install a larger first reduction gear, thereby increasing the reduction ratio and steering torque.
It provides greater steering torque, reduces the load requirements of steering drive components, extends their service life, and enables more flexible vehicle movement functions, such as U-turns and crab parking.
Smart Images
Figure CN224589215U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle design, and more particularly to a steering drive structure, suspension assembly, and vehicle. Background Technology
[0002] In related technologies, the vehicle steering drive motor and reducer are located at the steering knuckle. Due to the limited space at the steering knuckle, it is difficult to accommodate a large motor and reducer. Therefore, the driving force of the motor and the reduction ratio of the reducer are both small, resulting in a small steering torque that the steering drive mechanism can ultimately output. In some cases (such as when the vehicle is stationary), it may be difficult to drive the wheels to turn smoothly.
[0003] It is evident that the relevant technologies suffer from insufficient output torque of the steering drive structure, and no effective solution has yet been proposed to address this issue. Utility Model Content
[0004] This application provides a steering drive structure to solve the technical problem of insufficient output torque in steering drive structures in related technologies.
[0005] To achieve the above objectives, according to a first aspect of this application, a steering drive structure is provided, comprising: a bracket; a steering knuckle having a mounting portion for mounting a wheel, the steering knuckle being rotatably mounted on the bracket about a preset axis; a steering drive component mounted on the bracket, the steering drive component having a rotatably disposed drive end; a first reduction device, the power input end of the first reduction device being connected to the drive end; and a second reduction device, the power input end of the second reduction device being connected to the power output end of the first reduction device, the power output end of the second reduction device being connected to the steering knuckle; wherein at least a portion of the second reduction device is located on the side of the first reduction device away from the mounting portion, and at least a portion of the second reduction device is located on the side of the preset axis away from the mounting portion, and the power of the second reduction device is first transmitted in a direction away from the drive end and then transmitted towards the steering knuckle.
[0006] Optionally, the second reduction device includes: a first gear connected to the power output end of the first reduction device; a second gear located on the side of the first reduction device away from the mounting part, and meshing with the first gear; and a transmission assembly that transmits power between the second gear and the steering knuckle to drive the steering knuckle to rotate around a preset axis via the second gear.
[0007] Optionally, the transmission assembly includes: a rotating frame, which is rotatably arranged relative to the support about a preset axis, the rotating frame being connected to a steering knuckle, and a second gear being rotatably mounted on the rotating frame; a meshing component, which has multiple tooth structures arranged sequentially at intervals along an arc trajectory, and the second gear meshing with the multiple tooth structures of the meshing component; wherein, when the second gear rotates, it can roll along the meshing component to drive the rotating frame to rotate about the preset axis.
[0008] Optionally, the rotating frame includes: a main body extending along a preset direction, a second gear mounted on the main body, the preset direction being the direction of the preset axis; and two extensions extending toward the preset axis, the first ends of the two extensions being connected to the two ends of the main body in a one-to-one correspondence, and the second ends of the two extensions being connected to the two ends of the steering knuckle in a one-to-one correspondence along the preset direction.
[0009] Optionally, the rotation axis of the drive end of the steering drive component, the rotation axis of the power input end of the first deceleration device, and the rotation axis of the power output end of the first deceleration device all coincide with a preset axis.
[0010] Optionally, the first reduction device is a harmonic reducer; or, the first reduction device is a planetary reducer, wherein the planetary reducer has not less than three stages.
[0011] Optionally, the steering drive structure includes a suspension unit connected to a bracket to mount the bracket to the vehicle body via the suspension unit.
[0012] Optionally, the suspension device includes: a first control arm, one end of which is pivotally connected to a bracket, and the other end of which has a first connecting portion for pivotally connecting to the vehicle body; a second control arm, disposed below the first control arm, one end of which is pivotally connected to the bracket, and the other end of which has a second connecting portion for pivotally connecting to the vehicle body; and a shock absorber, one end of which is pivotally connected to the second control arm, and the other end of which has a third connecting portion for pivotally connecting to the vehicle body.
[0013] Optionally, the suspension system is a CDC active suspension.
[0014] Optionally, the steering drive structure includes wheels, which are mounted on the mounting portion.
[0015] Optionally, the steering drive structure includes a braking device configured to cooperate with the wheels to brake the wheels.
[0016] Optionally, the braking device includes brake pads and brake calipers, at least a portion of the brake pads and at least a portion of the brake calipers are disposed within the rim of the wheel, the brake pads are disposed on the wheel, the brake calipers are disposed on the steering knuckle, and the brake calipers are configured to engage with the brake pads to brake the wheel; and / or, the braking device is an EMB brake-by-wire structure.
[0017] According to a second aspect of this application, a suspension assembly is provided, the suspension assembly including the steering drive structure described above.
[0018] According to a third aspect of this application, a vehicle is also provided, including a body and a plurality of steering drive structures mounted on the body. The steering drive structures are the aforementioned steering drive structures, and the plurality of steering drive structures correspond one-to-one with a plurality of wheels of the vehicle, so as to mount the plurality of wheels to the body through the plurality of steering drive structures.
[0019] Optionally, the vehicle includes: multiple driving components, each driving component corresponding to a multiple wheel, to drive the corresponding wheel to rotate through each driving component; and a control module, which is communicatively connected to the steering components of multiple steering drive structures and to the multiple driving components, so as to control the operation of the multiple steering components and the multiple driving components through the control module.
[0020] Optionally, the vehicle includes a function selection component that is communicatively connected to the control module.
[0021] Optionally, the vehicle includes: a pedal depth detection component; a vehicle angular velocity detection component; and a domain controller, wherein the pedal depth detection component, the vehicle angular velocity detection component, and the control module are all communicatively connected to the domain controller.
[0022] In use, the steering drive structure of this application embodiment has the wheel mounted on the steering knuckle mounting portion. The power output from the drive end of the steering drive component is sequentially reduced by a first reduction device and a second reduction device before being transmitted to the steering knuckle, driving the steering knuckle to rotate around a preset axis, thereby causing the wheel on the steering knuckle to rotate and achieve wheel steering. At least a portion of the second reduction device is located on the side of the first reduction device away from the mounting portion, and at least a portion of the second reduction device is located on the side of the preset axis away from the mounting portion. The power of the second reduction device is first transmitted away from the drive end and then towards the steering knuckle. That is, when the second reduction device decelerates and transmits power, its internal power is transmitted from the end closer to the wheel to the end farther from the wheel. Thus, compared to the first reduction device, the second reduction device deviates more from the direction away from the wheel and steering knuckle, thereby reserving more installation space for the first reduction device. This allows the first reduction device to be selected with a larger size, resulting in a larger reduction ratio. When used in conjunction with the second reduction device, it can provide a larger steering torque, solving the technical problem of insufficient output torque in steering drive structures in related technologies.
[0023] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description
[0024] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0025] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.
[0026] Figure 1 This is a schematic diagram of the steering drive structure provided in an exemplary embodiment of this application from a first-view perspective;
[0027] Figure 2 This is a schematic diagram of the steering drive structure provided in an exemplary embodiment of this application from a second perspective.
[0028] Figure 3 This is a schematic diagram of the steering drive structure provided in an exemplary embodiment of this application from a third-person perspective;
[0029] Figure 4 A schematic diagram of the electrical architecture of a vehicle using the steering drive structure of an embodiment of this application;
[0030] Figure 5 This is a schematic diagram of a vehicle using the steering drive structure of an embodiment of this application when it performs a U-turn.
[0031] Figure 6 This is a schematic diagram of a vehicle using the steering drive structure of an embodiment of this application when it performs fixed-wheel steering.
[0032] Figure 7 A schematic diagram of a vehicle using the steering drive structure of an embodiment of this application when driving at an angle;
[0033] Figure 8 This is a schematic diagram of a vehicle using the steering drive structure of an embodiment of this application when crabbing.
[0034] Explanation of reference numerals in the attached figures:
[0035] 1. Bracket;
[0036] 2. Steering knuckle; 21. Mounting section;
[0037] 3. Steering drive components;
[0038] 4. First deceleration device;
[0039] 5. Second reduction gear; 51. First gear; 52. Rotating frame; 521. Main body; 522. Extension; 53. Second gear; 54. Meshing component;
[0040] 6. Suspension device; 61. First control arm; 611. First connecting part; 62. Second control arm; 621. Second connecting part; 63. Shock absorber; 631. Third connecting part;
[0041] 7. Braking system; 71. Brake pads; 72. Brake calipers;
[0042] 10. Wheels. Detailed Implementation
[0043] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.
[0044] This application provides a steering drive structure; please refer to [link / reference]. Figures 1 to 8 , Figure 1 This is a schematic diagram of the steering drive structure provided in an exemplary embodiment of this application from a first-view perspective.
[0045] The steering drive structure of this application embodiment includes: a bracket 1; a steering knuckle 2, the steering knuckle 2 having a mounting portion 21 for mounting a wheel 10, the steering knuckle 2 being rotatably mounted on the bracket 1 about a preset axis; a steering drive component 3, the steering drive component 3 being mounted on the bracket 1, the steering drive component 3 having a rotatably disposed drive end; a first reduction device 4, the power input end of the first reduction device 4 being connected to the drive end; a second reduction device 5, the power input end of the second reduction device 5 being connected to the power output end of the first reduction device 4, the power output end of the second reduction device 5 being connected to the steering knuckle 2; wherein, at least a portion of the second reduction device 5 is located on the side of the first reduction device 4 away from the mounting portion 21, and at least a portion of the second reduction device 5 is located on the side of the preset axis away from the mounting portion 21, the power of the second reduction device 5 is first transmitted in the direction away from the drive end and then transmitted towards the steering knuckle 2.
[0046] In this steering drive structure, the wheel 10 is mounted on the mounting portion 21 of the steering knuckle 2. The power output from the drive end of the steering drive component 3 is sequentially reduced by the first reduction device 4 and the second reduction device 5 before being transmitted to the steering knuckle 2, driving the steering knuckle 2 to rotate around a preset axis, thereby causing the wheel 10 on the steering knuckle 2 to rotate and achieve steering of the wheel 10. At least a portion of the second reduction device 5 is located on the side of the first reduction device 4 away from the mounting portion 21, and at least a portion of the second reduction device 5 is located on the side of the preset axis away from the mounting portion 21. The power of the second reduction device 5 is first transmitted in the direction away from the drive end and then towards the steering knuckle 2. In other words, when the second reduction device 5 is decelerating and transmitting power, its internal power will be transmitted from the end near the wheel 10 to the end away from the wheel 10. Thus, compared with the first reduction device 4, the second reduction device 5 will deviate more from the direction away from the wheel 10 and the steering knuckle 2, thereby reserving more installation space for the first reduction device 4. In this way, the first reduction device 4 can be selected with a larger size, thus having a larger reduction ratio. When used in conjunction with the second reduction device 5, it can provide a larger steering torque, solving the technical problem of insufficient output torque of the steering drive structure in related technologies.
[0047] Moreover, since the steering drive structure with the above-mentioned structural design can provide a larger reduction ratio, the load requirement of the steering drive component 3 is also lower, which helps to reduce the cost of the steering drive component 3 and extend its service life.
[0048] As described above, the purpose of the steering drive structure with the above-mentioned structural design is to free up more installation space for the first reduction device 4 by designing the placement and transmission path of the second reduction device 5. This allows the first reduction device 4 to be selected in a larger size, thereby achieving a larger reduction ratio and improving the output torque of the steering drive structure. Therefore, how the second reduction device 5 is arranged to reduce the space occupied by the first reduction device 4 is crucial. In this embodiment, at least a portion of the second reduction device 5 is located on the side of the first reduction device 4 away from the mounting portion 21, and at least a portion of the second reduction device 5 is located on the side of the preset axis away from the mounting portion 21. The power of the second reduction device 5 is first transmitted in the direction away from the drive end and then towards the steering knuckle 2, which can effectively free up more space for the arrangement of the first reduction device 4. Specifically, at least a portion of the second reduction device 5 is located on the side of the first reduction device 4 away from the mounting portion 21, that is, the second reduction device 5 must be partially or entirely located on the side of the first reduction device 4 away from the wheel end, thereby freeing up more installation space for the first reduction device. Based on this, although the second reduction device 5 is at least partially located on the side of the first reduction device 4 away from the wheel end, if the second reduction device 5 is located at the wheel end of the preset axis, it will still occupy the installation space of the first reduction device 4. Therefore, the embodiments of this application further locate at least a portion of the second reduction device 5 on the side of the preset axis away from the mounting portion 21. The embodiments of this application also transmit the power of the second reduction device 5 first in a direction away from the drive end and then towards the steering knuckle 2, thereby avoiding as much of the installation space of the first reduction device 4 as possible and ensuring that the second reduction device 5 can ultimately transmit power to the steering knuckle 2.
[0049] The aforementioned steering drive component 3 is used to provide the original driving force for the steering of the wheel 10. In specific implementation, it can be a motor or a combination of a motor and a reducer, as long as it can provide rotational driving force.
[0050] In this embodiment, the second reduction device 5 includes: a first gear 51 connected to the power output end of the first reduction device 4; a second gear 53 located on the side of the first reduction device 4 away from the mounting portion 21, and meshing with the first gear 51; and a transmission assembly that transmits power between the second gear 53 and the steering knuckle 2, thereby driving the steering knuckle 2 to rotate around a preset axis via the second gear 53. Thus, by positioning the second gear 53 on the side of the first reduction device 4 away from the mounting portion 21, more space is available for the installation of the first reduction device 4.
[0051] In one specific embodiment, the transmission assembly includes: a rotating frame 52, which is rotatably disposed relative to the support 1 about a preset axis, the rotating frame 52 being connected to the steering knuckle 2, and a second gear 53 being rotatably mounted on the rotating frame 52; a meshing component 54, which has multiple tooth structures arranged sequentially at intervals along an arc trajectory, and the second gear 53 meshing with the multiple tooth structures of the meshing component 54; wherein, when the second gear 53 rotates, it can roll along the meshing component 54 to drive the rotating frame 52 to rotate about the preset axis.
[0052] In practical implementation, the connection method between the rotating frame 52 and the steering knuckle 2 can be flexibly selected, as long as they can be reliably connected, allowing a person to drive the steering knuckle 2 to rotate around a preset axis via the rotating frame 52. For example, they can be welded together or connected by gear meshing, thereby avoiding relative rotation between them. In a specific embodiment, the steering knuckle 2 is provided with an internal gear, and the rotating frame 52 is provided with an external gear. The external gear meshes with the internal gear, thereby ensuring synchronous rotation of both and facilitating disassembly between them.
[0053] The second reduction gear 5, with the above-described structural design, has a first gear 51 that rotates with the power output end of the first reduction gear 4, driving the second gear 53 to rotate. Since the second gear 53 meshes with the meshing component 54, it moves along the extension direction of the meshing component 54 during rotation, thereby driving the rotating frame 52 to rotate around a preset axis. Because the rotating frame 52 is connected to the steering knuckle 2, its rotation drives the steering knuckle 2 to rotate synchronously around the preset axis, thus achieving steering drive for the wheel 10. Since the second gear 53 is located on the side of the first reduction gear 4 away from the mounting portion 21, it transmits power away from the mounting portion 21, reducing the space occupied at the steering knuckle 2 and leaving more space for the first reduction gear 4 to install a larger size, increasing the reduction ratio and thereby improving the output torque of the steering drive structure.
[0054] Furthermore, it should be emphasized that by using the second gear 53 to rotate along the meshing component 54, thereby driving the rotating frame 52 and the steering knuckle 2 connected thereto to rotate, compared with the related technology of directly connecting the output shaft of the reduction device to the kingpin position of the steering knuckle (the position of the steering knuckle 2 corresponding to the preset axis), the steering arm can be effectively increased, thereby generating a larger steering torque, reducing the power output requirements of the steering drive component 3 and reducing the reduction ratio requirements of the first reduction device 4 and the second reduction device 5. In this way, the size of the steering drive component 3, the first reduction device 4 and the second reduction device 5 will not be too large, and it is not easy to interfere with other structures in the vehicle. There is no need to modify the vehicle's hard points, and it can be easily installed and used based on the existing vehicle structure.
[0055] In a preferred embodiment, the rotating frame 52 includes: a main body 521 extending along a preset direction, a second gear 53 mounted on the main body 521, the preset direction being the direction of the preset axis; and two extensions 522 extending toward the preset axis. The first ends of the two extensions 522 are connected to the two ends of the main body 521 respectively, and the second ends of the two extensions 522 are connected to the two ends of the steering knuckle 2 along the preset direction respectively. With this structural design, the two ends of the main body 521 are connected to the two ends of the steering knuckle 2 via the two extensions 522, making the connection between the rotating frame 52 and the steering knuckle 2 more reliable. Furthermore, the extensions 522 on both sides can support the two ends of the main body 521, preventing the main body 521 from twisting. This ensures that the second gear 53 mounted on the main body 521 can mesh more stably with the first gear 51, improving the reliability of the steering drive structure.
[0056] In a preferred embodiment, the rotation axis of the drive end of the steering drive component 3, the rotation axis of the power input end of the first reduction device 4, and the rotation axis of the power output end of the first reduction device 4 are all coincident with a preset axis. By designing the rotation axis of the drive end of the steering drive component 3, the rotation axis of the power input end of the first reduction device 4, and the rotation axis of the power output end of the first reduction device 4 to coincide with the preset axis, the space near the steering knuckle 2 can be utilized more rationally, the space occupied by the steering drive component 3 and the first reduction device 4 can be reduced, and thus a larger steering drive component 3 and the first reduction device 4 can be installed, increasing the output torque of the steering drive structure.
[0057] In actual implementation, the first deceleration device 4 can be selected in different ways:
[0058] In one optional embodiment, the first reduction device 4 is a harmonic reducer. By setting the first-stage reducer as a harmonic reducer, a larger reduction ratio can be achieved within the same volume, and the output accuracy is high. This allows for a more spacious layout, reducing the space occupied near the steering knuckle 2, and provides a larger reduction ratio, enabling the steering drive structure to output a larger steering torque, meeting the steering requirements under conditions of high steering resistance. In a specific embodiment, the first reduction device 4, using a harmonic reducer, can achieve a reduction ratio of 120 to 160, while the second reduction device 5, using the above-described structure, can achieve a reduction ratio of 20 to 30. When used together, they can easily achieve a reduction ratio of 2400. Because the reduction ratio is sufficiently large, the output torque requirement for the steering drive component 3 is relatively small. In practical use, the steering drive component 3 has more options, while ensuring that the steering drive structure can output a larger steering torque, solving the technical problem of insufficient output torque in related technologies.
[0059] In another optional embodiment, the first reduction device 4 is a planetary reducer, and the number of stages in the planetary reducer is not less than three. By setting the first reduction device 4 as a planetary reducer structure with a transmission stage of not less than three, a reduction effect similar to that of a harmonic reducer can be achieved while ensuring a smaller reducer size requirement, thus meeting the requirement of a larger reduction ratio and better adapting to the reduction requirements of the steering drive structure.
[0060] Preferably, the steering drive structure includes a suspension device 6, which is connected to the bracket 1 to mount the bracket 1 to the vehicle body. By setting the suspension device 6 and mounting the bracket 1 to the vehicle body, the suspension device 6 can buffer road impacts, absorb vibrations generated during bumps, maintain vehicle stability, and improve vehicle handling.
[0061] As an optional implementation, the suspension device 6 includes: a first control arm 61, one end of which is pivotally connected to the bracket 1, and the other end of which has a first connecting portion 611 for pivotal connection with the vehicle body; a second control arm 62, disposed below the first control arm 61, one end of which is pivotally connected to the bracket 1, and the other end of which has a second connecting portion 621 for pivotal connection with the vehicle body; and a shock absorber 63, one end of which is pivotally connected to the second control arm 62, and the other end of which has a third connecting portion 631 for pivotal connection with the vehicle body. Through the first control arm 61 and the second control arm 62, the bracket 1 can be reliably mounted to the vehicle body. In conjunction with the shock absorber 63, when the vehicle is traveling in a bumpy environment, the bracket 1 can move up and down. Simultaneously, the shock absorber 63 absorbs the kinetic energy during the bumpy process, ensuring stable vehicle operation and improving driving comfort. In actual implementation, the specific structural shapes of the first horizontal arm 61 and the second horizontal arm 62 can vary, such as H-shape, A-shape, etc.
[0062] In another preferred embodiment, the suspension device 6 is a CDC (Continuous Damping Control) active suspension, which further improves the vehicle's handling and comfort. The CDC active suspension operates based on real-time monitoring and dynamic adjustment. Road condition information is collected through vehicle body and wheel acceleration sensors to monitor vehicle vibration in real time. The data is transmitted to the electronic control unit (ECU), which analyzes the vehicle's motion state, such as during bumps, cornering, or braking, using a preset algorithm to quickly calculate the optimal damping force. Subsequently, the ECU controls the electromagnetic proportional valve to adjust the size of the hydraulic oil flow channels inside the shock absorber, changing the oil flow resistance and thus continuously adjusting the damping intensity. For example, damping is reduced to improve comfort when driving on a flat road; damping is increased to suppress roll and pitch during cornering or emergency braking. This process enables rapid response, ensuring that the vehicle balances handling and comfort under different operating conditions.
[0063] As an optional embodiment, the steering drive structure includes a wheel 10, which is mounted on the mounting part 21. The steering drive structure described above provides a larger steering torque to the wheel 10, so that the wheel 10 can be smoothly steered even in situations with large steering damping.
[0064] In an optional embodiment, the steering drive structure includes a braking device 7 configured to cooperate with the wheel 10 to brake the wheel 10. By integrating the braking device 7 into the steering drive structure, an independent steering compound system capable of independent drive and braking with a large reduction ratio is formed, facilitating the use of the steering drive structure.
[0065] Specifically, in this embodiment, the braking device 7 includes brake pads 71 and brake calipers 72. At least a portion of the brake pads 71 and at least a portion of the brake calipers 72 are disposed within the rim of the wheel 10. The brake pads 71 are disposed on the wheel 10, and the brake calipers 72 are disposed on the steering knuckle 2. The brake calipers 72 are configured to contact and engage with the brake pads 71 to brake the wheel 10; and / or, the braking device 7 is an EMB (Electronic Braking By-Wire) brake-by-wire structure. Using EMB brake-by-wire in the steering drive structure reduces the number of braking system components, thereby reducing the space occupied near the wheel and thus reducing interference with the steering of the wheel 10. By placing at least a portion of the brake pads 71 and brake calipers 72 within the rim, the wheel-side space can be utilized to the maximum extent, resulting in a more compact overall structure, more rational space utilization, and reduced risk of interference between structures. The EMB brake-by-wire structure uses electronic signals to replace traditional mechanical or hydraulic connections to transmit and execute braking commands. Specifically, when the driver presses the brake pedal, the sensor transmits a signal to the electronic control unit (ECU). The ECU calculates the required braking force based on the vehicle's condition and drives the brake motors installed on each wheel via electrical signals. This directly pushes the brake calipers 72 to clamp the brake pads 71, completing the braking process. The EMB (Electronic Brake-by-Wire) structure eliminates the need for a master cylinder and hydraulic lines, simplifying the structure and achieving full electronic control. It also effectively shortens the braking response time and significantly improves braking speed and control precision.
[0066] In addition, embodiments of this application also provide a suspension assembly, which includes the steering drive structure described above.
[0067] Furthermore, embodiments of this application also provide a vehicle, which includes a body and multiple steering drive structures mounted on the body. The steering drive structures are those described above, and each of the multiple steering drive structures corresponds one-to-one with a plurality of wheels 10 of the vehicle, thereby mounting the multiple wheels 10 to the body via the multiple steering drive structures. Both the suspension assembly and the vehicle described above include the aforementioned steering drive structure, and therefore also possess the technical effects of the aforementioned steering drive structure, namely, providing more space to increase the size of the first deceleration device 4, thereby providing a greater steering torque and solving the technical problem of insufficient output torque of the steering drive structure in related technologies, which will not be elaborated further here.
[0068] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.
[0069] like Figure 4As shown, in a preferred embodiment, the vehicle includes multiple driving components, each corresponding to a plurality of wheels 10. Each driving component drives the corresponding wheel 10 to rotate. In other words, the driving components provide power for the vehicle's movement, while the aforementioned steering drive component 3 provides power for the steering of the wheels 10. Similarly, the specific form of the driving components can vary, as long as they can drive the wheels 10 to rotate and thus provide power for the vehicle's movement. For example, it can be a motor or a combination of a motor and a reducer. In this embodiment, the vehicle also includes a control module. The control module is communicatively connected to the steering drive components 3 of the multiple steering drive structures and to the multiple driving components, thereby controlling the operation of the multiple steering drive components 3 and the multiple driving components. In this embodiment, the control module is communicatively connected to both the multiple driving components and the multiple steering drive components 3 of the vehicle. This allows the control module to control the actions of each driving component and steering drive component 3, thereby flexibly controlling the steering and rotation of each wheel 10, enabling the vehicle to have more flexible movement and achieve richer movement functions. Examples include U-turns, crab-like parking maneuvers, fixed-wheel steering, and diagonal driving.
[0070] To facilitate control of the vehicle's movement, in this embodiment, the vehicle includes a function selection component, which is communicatively connected to the control module. The function selection component allows for convenient selection of vehicle functions (e.g., U-turn, crab parking, fixed-wheel steering, diagonal driving, etc.), thereby facilitating the control module's control of the vehicle's various driving and steering components 3. In practice, the function selection component can take various forms. For example, it can be a function switch with multiple trigger buttons. Pressing the corresponding trigger button selects the appropriate function, and the control module can then control the operating states of the vehicle's multiple steering and driving components 3 according to the selected function, enabling the vehicle to perform the corresponding functional actions. Alternatively, the function selection component can be an in-vehicle human-machine interface terminal, such as an in-vehicle screen or in-vehicle tablet. Through this interface, the corresponding function can be selected, and the control module can then control the operating states of the vehicle's multiple steering and driving components 3, enabling the vehicle to perform the corresponding functional actions.
[0071] In a preferred embodiment, the vehicle further includes: a pedal depth detection component; a vehicle angular velocity detection component; and a domain controller. The pedal depth detection component, vehicle angular velocity detection component, and control module are all communicatively connected to the domain controller. The domain controller can receive detection signals from the pedal depth detection component and the vehicle angular velocity detection component, thereby facilitating more precise closed-loop control of the vehicle's motion state by the control module. In practical implementation, the specific forms of the pedal depth detection component and the vehicle angular velocity detection component can vary, as long as they can detect the pedal depressing depth and the vehicle's angular velocity. For example, the pedal depth detection component can be an integrated structure within the pedal or a structure installed outside the pedal to detect the pedal depressing depth. The vehicle angular velocity detection component can be an IMU unit or other components capable of angular velocity detection.
[0072] Figure 4 This is a schematic diagram of the electrical architecture of a vehicle using the steering drive structure described in this application, as shown below. Figure 4 As shown, in this embodiment, the vehicle special function control module (corresponding to the aforementioned control module) can control the operation of the vehicle's steering system and drive system. Specifically, it can send a steering angle request to the steering system and receive steering angle status information from the steering system. It can send a drive torque request to the drive system and receive information such as brake pedal depth, motor torque, and status feedback from the drive system. It can also interact with the function switch, receiving switch signals sent by the function switch (corresponding to the aforementioned function selection component) and feeding back function status information to the function switch. It can also send a braking torque request to the braking system and receive braking status information from the braking system regarding brake pedal depth. Specifically, the user can select the function the vehicle needs to perform through the function switch, such as U-turn, crab parking, fixed-wheel steering, diagonal driving, etc. After receiving the switch signal, the vehicle special function control module controls the various steering drive components 3 (four-wheel steering angle actuator motors) and driving drive components (four-wheel drive hub motors) of the steering system and drive system to perform corresponding actions, thereby enabling the vehicle to complete the corresponding function.
[0073] Figure 5 This is a schematic diagram of a vehicle using the steering drive structure of this application when performing a U-turn, as shown below. Figure 5 As shown, when the vehicle performs a U-turn, the vehicle's special function control module controls each wheel to rotate by an angle δ, so that the forward direction of all four wheels is tangent to the same circle. In this way, when the four wheels move, the vehicle can be driven to make a U-turn. Here, Fx is the longitudinal force of the corresponding wheel, Fy is the lateral force of the corresponding wheel, and the black arrow is the forward direction of the corresponding wheel.
[0074] Figure 6This is a schematic diagram illustrating a vehicle using the steering drive structure of this application to achieve fixed-wheel steering. The vehicle special function control module controls the third wheel to rotate by an angle δ3, controls the fourth wheel to rotate laterally, and then controls each wheel to... Figure 3 Rotating in the indicated direction and with the driving force can achieve fixed-wheel steering (steering with the first wheel as the center), where F is the longitudinal driving force of the corresponding wheel and f is the frictional force received by the corresponding wheel.
[0075] Figure 7 This is a schematic diagram of a vehicle using the steering drive structure of this application when driving at an angle, by controlling the rotation of each wheel to... Figure 7 By adjusting the angle shown, and then controlling the rotation of each wheel, the vehicle can be driven diagonally.
[0076] Figure 8 This is a schematic diagram of a vehicle using the steering drive structure of this application when crabbing, by controlling the rotation of each wheel to... Figure 8 By adjusting the angle shown, and then controlling the rotation of each wheel, the vehicle can be made to move in a crab-like manner, facilitating operations such as parking.
[0077] In actual implementation, vehicles incorporating the aforementioned steering drive structure eliminate the rack and pinion transmission mechanism, instead using the rotation of the steering drive component 3 to steer the wheels 10. By arranging the first reduction gear 4 and the steering drive component 3 at the virtual kingpin position (the pivot point corresponding to the preset axis), the space occupied within the wheel is reduced. This results in a smaller space occupied by the steering drive structure, less interference with the steering of the wheels 10, and a larger rotation angle for the wheels 10, easily meeting the steering requirements of the wheels 10 within the range of -45° to 90°. Simultaneously, during steering, the steering resistance torque under heavy loads can be effectively overcome, enabling smooth steering of the wheels 10.
[0078] In one specific embodiment, the vehicle includes four steering drive structures, which drive the four wheels 10 of the vehicle to steer independently. This allows for more flexible control of the vehicle's motion state and enables more vehicle functions, such as U-turns, crab-walking into parking spaces, fixed-wheel steering, and diagonal driving.
[0079] This embodiment employs a two-stage reduction gear to provide a larger reduction ratio and increase steering drive torque. Specifically, the first-stage reducer (first reduction device 4) can be a modular harmonic reducer, capable of achieving a speed ratio of 120–160. The second-stage reducer (second reduction device 5) is implemented using a mechanical structure, achieving a speed ratio of 20–30. The first-stage reducer uses a harmonic reducer, which has a large reduction range, high output accuracy, and small size. This allows for a more compact design, freeing up more space for modular arrangement and reducing the overall size of the steering module.
[0080] Furthermore, compared to traditional tie-rod steering mechanisms, this application eliminates the need for tie rods to apply force to the wheels to generate rotational torque. Instead, it uses a motor to drive the wheels at the kingpin position, resulting in smoother steering at large wheel steering angles. It also incorporates a suspension device 6 and a braking device 7, making the steering drive structure more compact, with faster response and better handling stability. On the other hand, this application eliminates the need for designing the strength, length, and angle of tie rods and cranks. It only requires coordinating the four-wheel steering motor controller during steering control and designing an electronic steering system to simulate the mechanical steering process. This reduces workload during development and allows for faster model iteration. In a preferred embodiment, the motor of the steering drive component 3 is placed vertically, further reducing the horizontal space required. This allows for more space to be reserved for the suspension device 6 while achieving large wheel steering angles, making the wheel module more compact.
[0081] Based on the above structural design, the vehicle can control the steering and movement of each wheel 10 independently, thereby achieving a variety of driving functions, such as: crab-like movement, diagonal movement, U-turn, and fixed-wheel steering. Crab-like movement and fixed-wheel steering functions improve vehicle agility, simplify parking procedures, lower parking thresholds, and enable obstacle-free parking in narrow sections. The diagonal movement function improves vehicle handling stability during steering, especially in situations such as high-speed overtaking, allowing for faster response to steering demands. The U-turn function enhances the flexibility of U-turn operations; unlike related technologies that use differential drive, this embodiment achieves U-turns by controlling the wheel steering angle.
[0082] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.
[0083] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.
[0084] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.
[0085] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.
Claims
1. A turning drive structure characterized by, include: Scaffold (1); Steering knuckle (2), the steering knuckle (2) having a mounting portion (21) for mounting a wheel (10), the steering knuckle (2) being rotatably mounted on the bracket (1) about a preset axis; Steering drive component (3), said steering drive component (3) is mounted on the bracket (1), said steering drive component (3) has a rotatable drive end; The first reduction device (4) is connected to the drive end by its power input end; The second deceleration device (5) has its power input end connected to the power output end of the first deceleration device (4), and its power output end connected to the steering knuckle (2). At least a portion of the second deceleration device (5) is located on the side of the first deceleration device (4) away from the mounting portion (21), and at least a portion of the second deceleration device (5) is located on the side of the preset axis away from the mounting portion (21). The power of the second deceleration device (5) is first transmitted in a direction away from the drive end and then transmitted towards the steering knuckle (2).
2. The turning drive structure according to claim 1, characterized in that, The second deceleration device (5) includes: The first gear (51) is connected to the power output end of the first reduction gear (4); The second gear (53) is located on the side of the first reduction device (4) away from the mounting part (21), and the second gear (53) meshes with the first gear (51); A transmission assembly that drives between the second gear (53) and the steering knuckle (2) to rotate the steering knuckle (2) about the preset axis via the second gear (53).
3. The turning drive structure of claim 2, wherein The transmission assembly includes: A rotating frame (52) is rotatably arranged relative to the support (1) about the preset axis. The rotating frame (52) is connected to the steering knuckle (2). The second gear (53) is rotatably mounted on the rotating frame (52). The meshing component (54) has multiple tooth structures, which are arranged sequentially at intervals along an arc trajectory. The second gear (53) meshes with the multiple tooth structures of the meshing component (54). When the second gear (53) rotates, it can roll along the meshing component (54) to drive the rotating frame (52) to rotate around the preset axis.
4. The turning drive structure according to claim 3, wherein The rotating frame (52) includes: The main body (521) extends along a preset direction, and the second gear (53) is mounted on the main body (521). The preset direction is the direction in which the preset axis is located. Two extensions (522) are provided to extend toward the preset axis. The first ends of the two extensions (522) are connected to the two ends of the main body (521) in a one-to-one correspondence. The second ends of the two extensions (522) are connected to the two ends of the steering knuckle (2) in a one-to-one correspondence along the preset direction.
5. The turning drive structure of claim 1, wherein The rotation axis of the drive end of the steering drive component (3), the rotation axis of the power input end of the first deceleration device (4), and the rotation axis of the power output end of the first deceleration device (4) all coincide with the preset axis.
6. The turning drive structure according to any one of claims 1 to 5, characterized in that, The first deceleration device (4) is a harmonic reducer; or, the first deceleration device (4) is a planetary reducer, wherein the number of stages of the planetary reducer is not less than three.
7. The turning drive structure according to any one of claims 1 to 5, characterized in that, The steering drive structure includes a suspension device (6) connected to the bracket (1) to mount the bracket (1) to the vehicle body via the suspension device (6).
8. The turning drive structure according to claim 7, wherein The suspension device (6) includes: A first cross arm (61), one end of which is pivotally connected to the bracket (1), and the other end of which has a first connecting portion (611) for pivotal connection with the vehicle body; The second cross arm (62) is disposed below the first cross arm (61). One end of the second cross arm (62) is pivotally connected to the bracket (1), and the other end of the second cross arm (62) has a second connecting part (621) for pivotally connecting to the vehicle body. A shock absorber (63) has one end pivotally connected to the second cross arm (62) and the other end having a third connection (631) for pivotal connection with the vehicle body.
9. The turning drive structure of claim 7, wherein, The suspension device (6) is a CDC active suspension.
10. The turning drive structure according to any one of claims 1 to 5, characterized in that, The steering drive structure includes a wheel (10) which is mounted on the mounting part (21).
11. The turning drive structure of claim 10, wherein, The steering drive structure includes a braking device (7) configured to cooperate with the wheel (10) to brake the wheel (10) by means of the braking device (7).
12. The turning drive structure of claim 11, wherein, The braking device (7) includes a brake pad (71) and a brake caliper (72), at least a portion of the brake pad (71) and at least a portion of the brake caliper (72) being disposed within the rim of the wheel (10), the brake pad (71) being disposed on the wheel (10), and the brake caliper (72) being disposed on the steering knuckle (2), the brake caliper (72) being configured to engage with the brake pad (71) to brake the wheel (10); and / or, The braking device (7) is an EMB-controlled braking structure.
13. A suspension assembly characterized by, The suspension assembly includes the steering drive structure according to any one of claims 1 to 12.
14. A vehicle characterized by comprising: The vehicle includes a vehicle body and a plurality of steering drive structures mounted on the vehicle body. The steering drive structures are the steering drive structures according to any one of claims 1 to 12. The plurality of steering drive structures correspond one-to-one with a plurality of wheels (10) of the vehicle, so as to mount the plurality of wheels (10) to the vehicle body through the plurality of steering drive structures.
15. The vehicle of claim 14, wherein, The vehicles include: Multiple driving components are provided, and the multiple driving components are matched one-to-one with the multiple wheels (10) to drive the corresponding wheels (10) to rotate through each of the driving components; The control module is communicatively connected to the steering drive components (3) of the plurality of steering drive structures and to the driving drive components, so as to control the operation of the plurality of steering drive components (3) and the plurality of driving drive components through the control module.
16. The vehicle of claim 15, wherein, The vehicles include: A function selection component, which is communicatively connected to the control module.
17. The vehicle of claim 15, wherein, The vehicles include: Pedal depth detection component; Vehicle angular velocity detection component; The domain controller, the pedal depth detection component, the vehicle angular velocity detection component, and the control module are all communicatively connected to the domain controller.