Steering drive and vehicle having the same

Abstract

The utility model discloses a kind of steering driver and vehicle with it, it is related to steering gear technical field.Steering driver includes: driving part, speed reducer mechanism, speed reducer mechanism is connected with driving part transmission, and speed reducer mechanism includes: multiple transmission components, multiple transmission components are sequentially transmission connection, and two transmission components of direct transmission connection are structured as a group of speed reduction group.By making the two transmission components of at least one group of speed reduction group along first direction arrangement, and the two transmission components of at least one group of speed reduction group along second direction arrangement, it can make the two transmission components of central axis along first direction arrangement not additional occupy the space in the other direction perpendicular to first direction, and it can make the two transmission components of central axis along second direction arrangement not additional occupy the space in the other direction perpendicular to second direction, and then the occupied space of speed reducer mechanism can be reduced, to improve the space utilization of speed reducer mechanism, realize the miniaturization design requirement of steering driver.

Description

Technical Field

[0001] This utility model relates to the field of steering technology, and in particular to a steering drive and a vehicle having the same. Background Technology

[0002] As the automotive industry accelerates its transformation towards electrification and intelligence, steering actuators, as a solution for four-wheel steering systems, are gradually becoming the key to solving four-wheel steering problems. Steering actuators need to reduce speed and increase torque through a reduction mechanism to output large torque. The reduction mechanism generally includes multiple reduction groups. Arranging multiple reduction groups will occupy a lot of space, resulting in low space utilization of steering actuators and making it difficult to meet the miniaturization design requirements of steering actuators. Utility Model Content

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of the present invention is to provide a steering drive that occupies little space and has high space utilization.

[0004] This invention further proposes a vehicle having the aforementioned steering drive.

[0005] A steering drive according to an embodiment of the present invention includes: a driving member and a reduction mechanism, wherein the reduction mechanism is drive-connected to the driving member; the reduction mechanism includes: a plurality of transmission components, wherein the plurality of transmission components are sequentially drive-connected, and two transmission components that are directly drive-connected form a reduction group, wherein there are multiple reduction groups, wherein two transmission components of at least one reduction group are arranged along a first direction, and two transmission components of at least one reduction group are arranged along a second direction, wherein the first direction and the second direction intersect.

[0006] According to the present invention, the steering drive, by arranging two transmission components of at least one set of reduction gears along a first direction and arranging two transmission components of at least one set of reduction gears along a second direction, enables the two transmission components with the central axis arranged along the first direction to not occupy additional space in other directions perpendicular to the first direction, and enables the two transmission components with the central axis arranged along the second direction to not occupy additional space in other directions perpendicular to the second direction. This reduces the space occupied by the reduction mechanism, improves the space utilization of the reduction mechanism, and meets the miniaturization design requirements of the steering drive.

[0007] According to some embodiments of the present invention, the plurality of transmission components include: a first transmission component and a second transmission component. The first transmission component includes a worm gear, and the second transmission component includes: a worm wheel and a first transmission shaft. The worm wheel is coaxial with the first transmission shaft and is connected in a transmission manner. The worm gear is connected in a transmission manner to the worm wheel and the transmission ratio is greater than 1.

[0008] According to some embodiments of the present invention, the plurality of transmission components further include: a third transmission component, the second transmission component further includes: a first gear, the first gear being coaxial with and connected to the first transmission shaft, the third transmission component including: a second transmission shaft and a second gear, the second gear being coaxial with and connected to the second transmission shaft, the second gear being connected to the first gear and having a transmission ratio greater than 1.

[0009] According to some embodiments of the present invention, the second transmission component and the third transmission component are arranged along the first direction.

[0010] According to some embodiments of the present invention, the plurality of transmission components further include: a fourth transmission component; the third transmission component further includes: a third gear; the third gear is coaxial with and connected to the second transmission shaft; the fourth transmission component includes: a third transmission shaft and a fourth gear; the fourth gear is coaxial with and connected to the third transmission shaft; the fourth gear is connected to the third gear and the transmission ratio is greater than 1.

[0011] According to some embodiments of the present invention, the third transmission component and the fourth transmission component are arranged along the second direction.

[0012] According to some embodiments of the present invention, the third transmission shaft is configured as an output shaft.

[0013] According to some embodiments of the present invention, at least one of the worm gear, the second gear, and the fourth gear includes: a first sub-mate gear and a second sub-mate gear. The first sub-mate gear is constructed as a ring structure and has a first external tooth and a first internal tooth. The second sub-mate gear has a second external tooth. The first sub-mate gear is sleeved on the second sub-mate gear, and the first internal tooth meshes with the second external tooth. Along the radial direction of the first sub-mate gear, the size of the first external tooth is larger than the size of the second external tooth, and / or, along the circumferential direction of the first sub-mate gear, the size of the first external tooth is larger than the size of the second external tooth.

[0014] According to some embodiments of the present invention, the number of the first external teeth is less than the number of the second external teeth.

[0015] The vehicle according to an embodiment of the present invention includes a steering drive and wheel hubs. The steering drive is the aforementioned steering drive, and the number of steering drives and wheel hubs are the same and correspond one-to-one. The steering drive is used to drive the corresponding wheel hub to rotate. By arranging two transmission components of at least one set of reduction gears along a first direction and two transmission components of at least one set of reduction gears along a second direction, it is possible to ensure that the two transmission components with the central axis arranged along the first direction do not occupy additional space in other directions perpendicular to the first direction, and that the two transmission components with the central axis arranged along the second direction do not occupy additional space in other directions perpendicular to the second direction. This reduces the space occupied by the reduction mechanism, improves the space utilization of the reduction mechanism, and achieves the miniaturization design requirement of the steering drive.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 and Figure 2 This is a schematic diagram of a steering drive according to an embodiment of the present utility model; Figure 3 This is a partial structural schematic diagram of the steering drive according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of a transmission assembly according to an embodiment of the present utility model; Figure 5 yes Figure 4 Enlarged diagram at point C.

[0018] Figure label: Drive component 11; Controller 12; Output shaft 22; Speed ​​reduction mechanism 7; transmission assembly 71; First transmission assembly 72; worm gear 721; Second transmission assembly 73; worm gear 731; first transmission shaft 732; first gear 733; Third transmission assembly 74; second gear 741; second transmission shaft 742; third gear 743; Fourth transmission assembly 75; Fourth gear 751; Third transmission shaft 752; Deceleration group 76; First mating gear 77; First external tooth 771; First internal tooth 772; Second mating gear 78; Second external gear 781; Steering drive 10. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] The reducer includes multiple sets of reduction transmission groups, which are connected sequentially to achieve the reduction function of the reducer. However, currently, the multiple sets of reduction transmission groups are arranged sequentially in one direction, which results in a large reducer size that cannot be applied to the vehicle steering system. This application innovates the design of the steering drive 10 and invents a steering drive 10 that can meet the miniaturization design requirements of the steering drive 10. The steering drive 10 proposed in this application is described in detail below.

[0021] The following is for reference. Figures 1-5 This invention describes a steering drive 10 according to an embodiment of the present invention and a vehicle having the same.

[0022] like Figures 1-3 As shown, the steering drive 10 according to an embodiment of the present invention includes: a drive member 11 and a reduction mechanism 7. The reduction mechanism 7 is connected to the drive member 11 in a transmission manner. The reduction mechanism 7 includes: a plurality of transmission components 71. The plurality of transmission components 71 are connected in a transmission manner in sequence, and two transmission components 71 that are directly connected in a transmission manner are configured as a group of reduction groups 76. There are multiple groups of reduction groups 76. At least one group of reduction groups 76 has two transmission components 71 arranged along a first direction, and at least one group of reduction groups 76 has two transmission components 71 arranged along a second direction. The first direction and the second direction intersect.

[0023] The steering actuator 10 can be used to respond to the driver's steering needs. When the driver needs to steer the vehicle, the driver can turn the steering wheel. The steering wheel can be connected to a sensor. The sensor can sense the rotation angle and direction of the steering wheel and transmit the rotation angle and direction information of the steering wheel to the controller 12 in the form of a steering electrical signal. The controller 12 can receive and parse the steering electrical signal and control the drive unit 11 to work, so as to drive the steering actuator 10 to move. The steering actuator 10 can drive the wheels to turn, so as to achieve the effect of vehicle steering.

[0024] The drive component 11 can be configured as a motor, and the reduction mechanism 7 is connected to the drive component 11 through transmission. For example, the reduction mechanism 7 and the drive component 11 can be connected through transmission by means of, but not limited to, direct connection, coupling connection, gear pair connection, etc. The high speed and low torque transmitted from the drive component 11 to the reduction mechanism 7 can be converted into low speed and high torque in the reduction mechanism 7. The reduction mechanism 7 can transmit the low speed and high torque to the wheel so that the wheel can turn.

[0025] The reduction mechanism 7 includes multiple transmission components 71, which are sequentially connected. Among the multiple transmission components 71, one end of the transmission component 71 along the power transmission path can be configured as an input transmission component. The input transmission component is connected to the output end of the drive member 11, and the drive member 11 can transmit power to the reduction mechanism 7 through the input transmission component.

[0026] In a plurality of transmission components 71, two transmission components 71 directly connected together constitute a reduction gear group 76. Multiple transmission components 71 can form multiple reduction gear groups 76; for example, four transmission components 71 connected sequentially can form three reduction gear groups 76. Each reduction gear group 76 can convert high speed and low torque into relatively low speed and high torque. As some embodiments of this application, the number of reduction gear groups 76 can be two, three, four, etc.

[0027] In the multiple reduction groups 76, at least one reduction group 76 has two transmission components 71 arranged along a first direction. Specifically, the central axes of the two transmission components 71 in at least one reduction group 76 are arranged along the first direction. The plane perpendicular to the first direction is defined as the first projection plane. The projections of the two transmission components 71 arranged along the central axis in the first direction can completely overlap on the first projection plane. Alternatively, in the two transmission components 71 arranged along the central axis in the first direction, the projection outline of one transmission component 71 on the first projection plane can completely fall within the projection outline of the other transmission component 71 on the first projection plane. This is to ensure that the two transmission components 71 arranged along the central axis in the first direction do not occupy additional space in other directions perpendicular to the first direction, thereby improving the space utilization of the reduction mechanism 7 and achieving the miniaturization design requirements of the steering drive 10.

[0028] Similarly, at least one set of reduction gear 76 has two transmission components 71 arranged along the second direction. Specifically, the central axis of the two transmission components 71 of at least one set of reduction gear 76 is arranged along the second direction. The plane perpendicular to the second direction is defined as the second projection plane. The projections of the two transmission components 71 arranged along the second direction can completely overlap on the second projection plane. Alternatively, among the two transmission components 71 arranged along the second direction, the projection outline of one transmission component 71 on the second projection plane can completely fall within the projection outline of the other transmission component 71 on the second projection plane. This is to ensure that the two transmission components 71 arranged along the second direction do not occupy additional space in other directions perpendicular to the second direction, thereby improving the space utilization of the reduction mechanism 7 and achieving the miniaturization design requirements of the steering drive 10.

[0029] It is understandable that by making the first direction intersect with the second direction, the central axes of multiple transmission components 71 can not be located on the same plane at the same time, so that the arrangement of multiple transmission components 71 can be U-shaped, Z-shaped, S-shaped, etc. This arrangement can reduce the length of the reduction mechanism 7, avoid the occurrence of multiple transmission components 71 with long straight chain transmission connection, make the structure of the reduction mechanism 7 more reasonable, improve the space utilization of the reduction mechanism 7, realize the miniaturization design of the steering drive 10, and thus reduce the difficulty of arranging the steering drive 10 in the vehicle.

[0030] In the above embodiments, by arranging the two transmission components 71 of at least one set of reduction groups 76 along the first direction and arranging the two transmission components 71 of at least one set of reduction groups 76 along the second direction, the two transmission components 71 arranged along the central axis along the first direction do not occupy additional space in other directions perpendicular to the first direction, and the two transmission components 71 arranged along the central axis along the second direction do not occupy additional space in other directions perpendicular to the second direction. This reduces the space occupied by the corresponding reduction mechanism 10, improves the space utilization of the reduction mechanism 7, and meets the miniaturization design requirements of the steering drive 10.

[0031] In some embodiments of this application, such as Figure 3 As shown, the multiple transmission components 71 include: a first transmission component 72 and a second transmission component 73. The first transmission component 72 includes a worm gear 721, and the second transmission component 73 includes: a worm wheel 731 and a first transmission shaft 732. The worm wheel 731 is coaxial with the first transmission shaft 732 and is connected in a transmission manner. The worm gear 721 is connected in a transmission manner with the worm wheel 731 and the transmission ratio is greater than 1.

[0032] The first transmission assembly 72 may include a worm 721, and the second transmission assembly 73 may include a worm wheel 731 and a first transmission shaft 732. The worm 721 can be drivenly connected to the worm wheel 731, and the worm wheel 731 can be drivenly connected to the first transmission shaft 732, so that the first transmission assembly 72 and the second transmission assembly 73 are drivenly connected. In some embodiments of this application, the worm 721 and the worm wheel 731 are directly meshed. In some embodiments of this application, the worm wheel 731 is sleeved on the first transmission shaft 732 and drivenly connected thereto; for example, the worm wheel 731 is sleeved on the first transmission shaft 732 and fixedly connected thereto. This arrangement can reduce the space occupied by the worm wheel 731 and the first transmission shaft 732 along the radial direction of the worm wheel 731, thereby improving the space utilization of the reduction mechanism 7, achieving the miniaturization design requirement of the steering drive 10, and the large transmission ratio between the worm 721 and the worm wheel 731 can effectively increase the output torque of the steering drive 10.

[0033] The first transmission component 72 can be the aforementioned input transmission component. The power of the drive component 11 can be sequentially transmitted to the worm 721, worm wheel 731, and first transmission shaft 732. The transmission ratio between the worm 721 and the worm wheel 731 can be greater than 1. The transmission ratio between the worm 721 and the worm wheel 731 can be 10, 50, 100, etc. The worm 721 and the worm wheel 731 can serve as the first-stage reduction group 76. The first-stage reduction group 76 can convert the high-speed, low-torque transmitted by the drive component 11 into a relatively low-speed, high-torque, thereby reducing the speed and increasing the torque. This torque can then be transmitted to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheels through the output transmission component (the output end of the multiple transmission components 71 connected in the transmission is constructed as the output transmission component), thereby achieving the effect of steering the wheels through the drive component 11.

[0034] In some embodiments of this application, such as Figure 3 As shown, the multiple transmission components 71 further include: a third transmission component 74; the second transmission component 73 further includes: a first gear 733, which is coaxial with and connected to the first transmission shaft 732; the third transmission component 74 includes: a second transmission shaft 742 and a second gear 741, which is coaxial with and connected to the second transmission shaft 742; the second gear 741 is connected to the first gear 733 and the transmission ratio is greater than 1.

[0035] The first gear 733 can be coaxially and drively connected to the first drive shaft 732. For example, the first gear 733 can be sleeved on the first drive shaft 732 and drively connected to it. This arrangement reduces the space occupied by the first gear 733 and the first drive shaft 732 along the radial direction of the first gear 733, thereby improving the space utilization of the reduction mechanism 7. The second gear 741 can be coaxially and drively connected to the second drive shaft 742. For example, the second gear 741 can be sleeved on the second drive shaft 742 and drively connected to it. This arrangement reduces the space occupied by the second gear 741 and the second drive shaft 742 along the radial direction of the second gear 741, thereby improving the space utilization of the reduction mechanism 7. The second gear 741 and the first gear 733 can directly mesh.

[0036] The power of the drive component 11 can be sequentially transmitted to the worm 721, worm wheel 731, first drive shaft 732, first gear 733, second gear 741, and second drive shaft 742. The transmission ratio between the first gear 733 and the second gear 741 can be greater than 1. The transmission ratio between the first gear 733 and the second gear 741 can be 10, 50, 100, etc. The first gear 733 and the second gear 741 can serve as the second-stage reduction group 76. The second-stage reduction group 76 can convert the relatively high speed and low torque transmitted by the first-stage reduction group 76 into a relatively low speed and high torque, so as to reduce the speed and multiply the torque, so as to transmit it to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheels through the output transmission component, so as to achieve the effect of steering the wheels through the drive component 11.

[0037] In some embodiments of this application, such as Figure 2 As shown, the second transmission assembly 73 and the third transmission assembly 74 are arranged along the first direction.

[0038] The second transmission component 73 and the third transmission component 74 can be arranged along the first direction. The plane perpendicular to the first direction is defined as the first projection plane. The projections of the second transmission component 73 and the third transmission component 74 on the first projection plane can completely overlap. Alternatively, in the second transmission component 73 and the third transmission component 74, the projection outline of one transmission component 71 on the first projection plane completely falls within the projection outline of the other transmission component 71 on the first projection plane. This allows the second transmission component 73 and the third transmission component 74 to not occupy additional space in other directions perpendicular to the first direction, thereby improving the space utilization of the deceleration mechanism 7 and achieving the miniaturization design requirements of the steering drive 10.

[0039] In some embodiments of this application, such as Figure 2 and Figure 3As shown, the multiple transmission components 71 further include: a fourth transmission component 75; the third transmission component 74 further includes: a third gear 743, which is coaxial with and connected to the second transmission shaft 742; the fourth transmission component 75 includes: a third transmission shaft 752 and a fourth gear 751, which is coaxial with and connected to the third transmission shaft 752; the fourth gear 751 is connected to the third gear 743 and the transmission ratio is greater than 1.

[0040] The third gear 743 can be coaxially and drively connected to the second drive shaft 742. For example, the third gear 743 can be sleeved on the second drive shaft 742 and drively connected to it. This arrangement reduces the space occupied by the third gear 743 and the second drive shaft 742 along the radial direction of the third gear 743, thereby improving the space utilization of the reduction mechanism 7. The fourth gear 751 can be coaxially and drively connected to the third drive shaft 752. For example, the fourth gear 751 can be sleeved on the third drive shaft 752 and drively connected to it. This arrangement reduces the space occupied by the fourth gear 751 and the third drive shaft 752 along the radial direction of the fourth gear 751, thereby improving the space utilization of the reduction mechanism 7. The fourth gear 751 and the third gear 743 can directly mesh.

[0041] The power of the drive component 11 can be sequentially transmitted to the worm 721, worm wheel 731, first drive shaft 732, first gear 733, second gear 741, second drive shaft 742, third gear 743, fourth gear 751, and third drive shaft 752. The transmission ratio between the third gear 743 and the fourth gear 751 can be greater than 1. The transmission ratio between the third gear 743 and the fourth gear 751 can be 10, 50, 100, etc. The third gear 743 and the fourth gear 751 can serve as the third-stage reduction group 76. The third-stage reduction group 76 can convert the relatively high speed and low torque transmitted by the second-stage reduction group 76 into a relatively low speed and high torque, so as to reduce the speed and double the torque, so as to transmit it to the next-stage reduction group 76 for further speed reduction and torque increase, or directly output to the wheels through the output transmission component, so as to achieve the effect of steering the wheels through the drive component 11.

[0042] In some embodiments of this application, such as Figure 2 and Figure 3 As shown, the third transmission assembly 74 and the fourth transmission assembly 75 are arranged along the second direction.

[0043] The third transmission component 74 and the fourth transmission component 75 can be arranged along the second direction. The plane perpendicular to the second direction is defined as the second projection plane. The projections of the third transmission component 74 and the fourth transmission component 75 on the second projection plane can completely overlap. Alternatively, in the third transmission component 74 and the fourth transmission component 75, the projection outline of one of the transmission components 71 on the second projection plane can completely fall within the projection outline of the other transmission component 71 on the second projection plane, so that the third transmission component 74 and the fourth transmission component 75 do not occupy additional space in other directions perpendicular to the second direction, thereby improving the space utilization of the deceleration mechanism 7 and realizing the miniaturization design requirements of the steering drive 10.

[0044] By arranging the second transmission component 73 and the third transmission component 74 along a first direction, and arranging the third transmission component 74 and the fourth transmission component 75 along a second direction, the arrangement of the second transmission component 73, the third transmission component 74, and the fourth transmission component 75 can be U-shaped, Z-shaped, S-shaped, etc. This arrangement can reduce the length of the reduction mechanism 7, avoid multiple transmission components 71 with long straight chain transmission connections, make the structure of the reduction mechanism 7 more reasonable, improve the space utilization of the reduction mechanism 7, and realize the miniaturization design of the steering drive 10, thereby reducing the difficulty of arranging the steering drive 10 in a vehicle. In the accompanying drawings of this application, the arrangement of the second transmission component 73, the third transmission component 74, and the fourth transmission component 75 presents a U-shaped arrangement.

[0045] In some embodiments of this application, such as Figure 3 As shown, the third drive shaft 752 can be configured as an output shaft 22, which can be driven to the steering knuckle. For example, the output shaft 22 and the steering knuckle can be driven to each other by means of, but not limited to, direct connection, coupling connection, gear pair connection, etc., or the output shaft 22 and the steering knuckle can be directly driven to each other. The steering knuckle can be driven to the wheel hub of the vehicle, and the output shaft 22 drives the wheel to turn by driving the wheel hub to rotate. This arrangement allows for a reasonable number of transmission components 71, and enables the steering drive to have a large transmission ratio while keeping the steering drive 10 compact.

[0046] In some embodiments of this application, such as Figure 4 and Figure 5As shown, at least one of the worm gear 731, the second gear 741, and the fourth gear 751 includes: a first sub-mater gear 77 and a second sub-mater gear 78. The first sub-mater gear 77 is constructed as a ring and has a first external tooth 771 and a first internal tooth 772. The second sub-mater gear 78 has a second external tooth 781. The first sub-mater gear 77 is fitted onto the second sub-mater gear 78, and the first internal tooth 772 meshes with the second external tooth 781. Along the radial direction of the first sub-mater gear 77, the size of the first external tooth 771 is larger than the size of the second external tooth 781, and / or, along the circumferential direction of the first sub-mater gear 77, the size of the first external tooth 771 is larger than the size of the second external tooth 781.

[0047] Wherein, at least one of the worm gear 731, the second gear 741, and the fourth gear 751 includes a first sub-mate gear 77 and a second sub-mate gear 78. It can be understood that one of the worm gear 731, the second gear 741, and the fourth gear 751 includes a first sub-mate gear 77 and a second sub-mate gear 78, or any two of the worm gear 731, the second gear 741, and the fourth gear 751 include a first sub-mate gear 77 and a second sub-mate gear 78, or all of the worm gear 731, the second gear 741, and the fourth gear 751 include a first sub-mate gear 77 and a second sub-mate gear 78.

[0048] Taking the worm gear 731, which includes a first sub-mater 77 and a second sub-mater 78, as an example, the first sub-mater 77 can be constructed as a ring structure. The first external tooth 771 of the first sub-mater 77 can mesh with the worm 721. The first sub-mater 77 can be sleeved on the second sub-mater 78. The first internal tooth 772 of the first sub-mater 77 can mesh with the second external tooth 781 of the second sub-mater 78. The power of the driving member 11 can be transmitted sequentially to the worm 721, the first sub-mater 77, and the second sub-mater 78.

[0049] Along the radial direction of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. Alternatively, along the circumferential direction of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. Or, along both the radial and circumferential directions of the first mating gear 77, the size of the first external tooth 771 can be larger than the size of the second external tooth 781. It is understandable that when relatively larger internal and external teeth mesh, the slippage torque is relatively large; similarly, when relatively smaller internal and external teeth mesh, the slippage torque is relatively small.

[0050] By making the size of the first external tooth 771 along the circumference of the first sub-mate wheel 77 larger than the size of the second external tooth 781, and / or making the size of the first external tooth 771 along the circumference of the first sub-mate wheel 77 larger than the size of the second external tooth 781, the overall size of the first external tooth 771 can be made larger than the overall size of the second external tooth 781. This makes the maximum torque that the first external tooth 771 can withstand greater than the slippage torque of the second external tooth 781. When the real-time torque that the first external tooth 771 withstands is greater than the slippage torque of the second external tooth 781, the first sub-mate wheel 77 slips with the second sub-mate wheel 78, thereby reducing the real-time torque of the first external tooth 771. This reduces the risk of damage to the first external tooth 771 due to excessive torque, and reduces the risk of the reduction mechanism 7 jamming and the wheels being unable to turn (slippage between the first sub-mate wheel 77 and the second sub-mate wheel 78 only affects the steering performance of the vehicle, and its disadvantages are far less than the harm caused by the reduction mechanism 7 jamming and the wheels being unable to turn). This improves the safety of the vehicle while driving and helps protect the safety of the user.

[0051] In some embodiments of this application, such as Figure 4 As shown, the number of first external teeth 771 is less than the number of second external teeth 781. This makes the slippage torque of the second external teeth 781 relatively small, further reducing the risk of the deceleration mechanism 7 jamming and causing the wheels to be unable to turn, further improving the safety of the vehicle when driving, and helping to protect the safety of the user.

[0052] The vehicle according to the embodiments of this application includes a steering drive 10 and wheel hubs. The steering drive 10 is the same as the steering drive 10 in the above embodiments. The number of steering drives 10 and wheel hubs are the same and correspond one-to-one. The steering drive 10 is used to drive the corresponding wheel hub to rotate.

[0053] The steering actuator 10 outputs torque to the wheel hub to rotate it, thereby steering the wheel. The number of steering actuators 10 is the same as the number of wheel hubs, and they correspond one-to-one. This arrangement improves the response during steering and enhances the stability and reliability of wheel steering. By arranging the two transmission components 71 of at least one set of reduction gears 76 along a first direction and the two transmission components 71 of at least one set of reduction gears 76 along a second direction, the two transmission components 71 with the central axis along the first direction do not occupy additional space in other directions perpendicular to the first direction, and the two transmission components 71 with the central axis along the second direction do not occupy additional space in other directions perpendicular to the second direction. This reduces the space occupied by the reduction mechanism 7, improves the space utilization of the reduction mechanism 7, and achieves the miniaturization design requirement of the steering actuator 10.

[0054] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0055] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0056] In the description of this utility model, "multiple" means two or more.

[0057] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0058] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0060] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A steering drive (10), characterized in that, include: The driving component (11) and the reduction mechanism (7) are connected in a transmission manner to the driving component (11); The deceleration mechanism (7) includes: a plurality of transmission components (71), which are sequentially connected in transmission, and two transmission components (71) that are directly connected in transmission form a deceleration group (76). There are multiple deceleration groups (76). At least two transmission components (71) of a deceleration group (76) are arranged along a first direction, and at least two transmission components (71) of a deceleration group (76) are arranged along a second direction. The first direction and the second direction intersect.

2. The steering drive (10) according to claim 1, characterized in that, The plurality of transmission components (71) include: a first transmission component (72) and a second transmission component (73). The first transmission component (72) includes a worm (721), and the second transmission component (73) includes: a worm wheel (731) and a first transmission shaft (732). The worm wheel (731) is coaxial with the first transmission shaft (732) and is connected in a transmission manner. The worm (721) is connected in a transmission manner with the worm wheel (731) and the transmission ratio is greater than 1.

3. The steering drive (10) according to claim 2, characterized in that, The plurality of transmission components (71) further include: a third transmission component (74), the second transmission component (73) further includes: a first gear (733), the first gear (733) is coaxial with and driven by the first transmission shaft (732), the third transmission component (74) includes: a second transmission shaft (742) and a second gear (741), the second gear (741) is coaxial with and driven by the second transmission shaft (742), the second gear (741) is driven by the first gear (733) and the transmission ratio is greater than 1.

4. The steering drive (10) according to claim 3, characterized in that, The second transmission component (73) and the third transmission component (74) are arranged along the first direction.

5. The steering drive (10) according to claim 3, characterized in that, The plurality of transmission components (71) further include: a fourth transmission component (75), the third transmission component (74) further includes: a third gear (743), the third gear (743) is coaxial with and driven by the second transmission shaft (742), the fourth transmission component (75) includes: a third transmission shaft (752) and a fourth gear (751), the fourth gear (751) is coaxial with and driven by the third transmission shaft (752), the fourth gear (751) is driven by the third gear (743) and the transmission ratio is greater than 1.

6. The steering drive (10) according to claim 5, characterized in that, The third transmission component (74) and the fourth transmission component (75) are arranged along the second direction.

7. The steering drive (10) according to claim 5, characterized in that, The third drive shaft (752) is configured as an output shaft (22).

8. The steering drive (10) according to claim 5, characterized in that, At least one of the worm gear (731), the second gear (741), and the fourth gear (751) includes: a first sub-coupling gear (77) and a second sub-coupling gear (78). The first sub-coupling gear (77) is constructed as a ring structure and has a first external tooth (771) and a first internal tooth (772). The second sub-coupling gear (78) has a second external tooth (781). The first sub-coupling gear (77) is sleeved on the second sub-coupling gear (78), and the first internal tooth (772) meshes with the second external tooth (781). Along the radial direction of the first sub-mate wheel (77), the size of the first external tooth (771) is larger than the size of the second external tooth (781), and / or, along the circumferential direction of the first sub-mate wheel (77), the size of the first external tooth (771) is larger than the size of the second external tooth (781).

9. The steering drive (10) according to claim 8, characterized in that, The number of the first external teeth (771) is less than the number of the second external teeth (781).

10. A vehicle, characterized in that, Includes a steering drive (10) and a wheel hub. The steering drive (10) is a steering drive (10) according to any one of claims 1-9. The number of steering drives (10) is the same as the number of wheel hubs and they correspond one-to-one. The steering drive (10) is used to drive the corresponding wheel hub to rotate.

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